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Full text of "Diagrammatic guide signs for use on controlled access highways"

port No. FHWA-RD-73-25 



''; AGRAMMATIC GUIDE SIGNS FOR USE ON 
Ru- INTROLLED ACCESS HIGHWAYS 

P'^^ i III. Traffic Engineering Evaluation 
" " of Diagrammatic Guide Signs 

Appendixes A, B, and C to Part 2 



DEPARTMENT OF 
TRANSPORTATION 

APR 1 7 1974 

I*LBRARY 



J.H. Sanders, M.J. Ganslaw, and G.S. Kolsrud 



^^l^^^s. 




•^Mm ov ^ 



December 1972 
Final Report 



This document is available to the public 
through the National Technical informa- 
tion Service, Springfield, Virginia 22151 



Prepared for 

FEDERAL HIGHWAY ADMINISTRATION 

Offices of Research & Development 
Washington, D.C. 20590 



NOTICE 

This document is disseminated under the sponsorship 
of the Department of Transportation in the interest 
of information exchange. The United States 
Government assumes no liability for its contents or 
use thereof. 

The contents of this report reflect the views of the 
contracting organization, which is responsible for 
the facts and the accuracy of the data presented 
herein. The contents do not necessarily reflect the 
official views or policy of the Department of 
Transportation. This report does not constitute a 
standard, specification, or regulation. 



• AS 



TECHNICAL REPORT STANDARD TITLE PAGE 



1. Report No. 

FHWA-RD-73-25 



2. Government Accession No. 






3. Recipient's Catolog No. 



4. Title and Subtitle DIAGRAMMATIC GUIDE SIGNS FOR USE ON 
CONTROLLED ACCESS HIGHWAYS r Val. III. Traffic 
Engineering Evaluation of Diagrainmat-ic-Gnide-SrLgns-. 
Appendixes A, B, and C- to Part 2 , 



5. Report Dote 

December 1972 



6. Performing Organization Code 



Author' s) 

James H. Sanders, Itork J. Ganslaw and Gretchen S, 
Kolsrud. 



8. Performing Organization Report No. 



9. Performing Organization Name and Address 

Prepared jointly by BioTechnology, Inc. 
3027 Rosemary Lane, Falls Church, Va. 22042 and 
Data Sciences, Inc. 9525 Georgia Avenue, Silver 
Spring, Maryland 20910 



10, Work Unit No. 

FCP 31N2784 



] 1 . Contract or Grant No. 

DOT-FH-11-7815 



12. Sponsoring Agency Name and Address 

Traffic Systems Division, Office of Research, 
^.$. Federal Highway Administration^ 
'" Washington, D.C. 20590 



13. Type of Report ond Period Covered 

Final Report (August 1971- 
December 1972) 



14. Sponsoring Agency Code 



15. Supplementary Notes Contract Manager for this study: T. M. Mast, HRS-31. 

This book contains Appendixes A, B, and C for Part 2 of Vol. Ill of this report, 



The full report is published as 6 bound books. 

ral Nnfp on ^hp rp-t7-pr.«;p nf fhiR pagP . 



For details, see the Bibliographi- 



16. Abstract Y^xQ. purpose of the diagrammatic signing research project was to develop 
warrants and standards for the use of diagrammatic guide signs on controlled 
access highways. Volume III of this report is published in 4 bound books - 1 book 
for each of its 3 parts, plus the present book containing appendixes to Part 2. 
The appendixes in this book are: A. The Traffic Evaluator System, B. Question- 
naire Forms and Protocol, and C. Questionnaire Items by Respondent Class. 

Research findings obtained under the project indicate that drivers require 
more time to read and interpret information on diagrammatic signs in comparison 
with conventional signs. Moreover, as the graphic component on the sign becomes 
more complex, driver information interpretation time increases. Accordingly, 
in those cases where diagrammatic signs have been recommended, the standards 
specify that simple graphic designs must be used. Research results clearly 
indicate that diagrammatic guide signs will produce a benefit to motorist per- 
forB3ance at interchanges where traffic must exit to the left of the through route. 
Such interchanges include major forks where exiting traffic must take the left 
fork. Also included are interchanges where there is a single left exit from the 
roadway and where there is a left exit in combination with a right exit. 



17. Key Words 

Diagrammatic Guide Signs, Limited 
Access Highways, Sign Warrants, Stand- 
ards, Guidelines, Sign evaluation 
techniques. Left exit. 



18. Distribution Statement 

No restrictions. This document is 
available to the public through the 
National Technical Information Seirvice, 
Springfield, Virginia 22151 



19. Security Clossif. (of this report) 

Unclassified 



20. Security Classif. (of this page) 

Unclassified 



21. No. of Pages 

280 



22. Price 



Form DOT F 1700,7 (8-69) 



BIBLIOGRAPHICAL NOTE 



This book is part of a multivolume report with the general title 
Diagrammatic Guide Signs for Use on Controlled Access Highways . Below is 
detailed the complete list of books comprising the full report. 
and II each comprise one bound book. Volume III is issued as A 
Each book has a separate report number Cleft column) . 



Volume I 
bound books. 



FHWA-RD-No. 



73-21 



Vol. No. 



73-22 



II 



73-23 



III 



73-24 



III 



73-25 



73-26 



III 



III 



Book title 



Note on contents 



Recommendations for 
Diagrammatic Guide Signs. 

Laboratory, Instrumented 
Vehicle, and State Traffic 
Studies of Diagrammatic 
Guide Signs. 

Traffic Engineering Evaluation First of 3 parts, 
of Diagrammatic Guide Signs. each issued as a 
Part 1: Technical Overview separate book, 
of the 1-495 (Capital Beltway)/ with an additions 
I-70S Field Study. book for Part 2 

appendixes . 



Traffic Engineering Evaluation 
of Diagrammatic Guide Signs. 
Part 2: The 1-495 (Capital 
Beltway) /I-70S Field Study. 

Traffic Engineering Evaluation 
of Diagrammatic Guide Signs: 
Appendixes A, B, & C to Part 2. 

Traffic Engineering Evaluation 
of Diagrammatic Guide Signs. 
Part 3: Synthesis and 
Conclusions. 



Second of 3 parts 



Third (last) of 
3 parts. 



11 



APPENDIX A 

Traffic Evaluator System 
Table of Contents 



DEPARTMENT OF 
TRANSPORTATION 

APR 1 7 1974 

UBBARY. 



Tage 

Introduction A-1 

Description A-1 

Supporting Materials and Equipment A-2 

Vehicle Sensors A-2 

Description of Vehicle Sensors Used A-4 

Attachment of Sensors to the Highway A-5 

Description of Adhesives Used A-6 

Deployment of the Data Collection System A-7 

Preparation for Deployment A-7 

Traffic Control A-10 

Procedure for Deplojmient , A-13 

Operation of the Data Collection System A-16 

Input Arrangement A-16 

Manual Coding A-16 

Automatic Coding A-19 

Retrieval of Information A-19 

Using the Data Collection System A-22 

Undeployment A-26 

Troubleshooting the Traffic Evaluator System A-26 

Field Repairs A-28 

. Shop Troubleshooting Hints A-32 

Electronic Unit Inspection A-3A 

Circuit Description A-40 

Tape Recorder A-43 

Schematic Diagram A-45 

Traffic Evaluator Software A-62 

Introduction A-62 

Edit Program A-62 

Analysis Program A-74 

Edit Program Listings A-136 

Analysis Program Listings A-146 

Post-Analysis Program Listings A-181 



111 







FRONT VIEW 




POWER SUPPLY 
ELECTRONICS UNIT OF THE TRAFFIC EVALUATOR SYSTEM 



IV 



THE TRAFFIC EVALUATOR SYSTEM 



Introduction 



Design and development of the Traffic Evaluator System (TES) was begun 
by the Federal Highway Administration in 1969. It was intended to provide 
for large scale data collection which would describe the operating 
characteristics of traffic over an extensive segment of roadway. Bio- 
Technology, Inc. has been using the system since August 1971 and has 
further developed it into an efficient operating system. The TES is now 
a rugged, portable, battery-operated system which records on magnetic tape 
time and positional data regarding the physical characteristics of traffic. 
The TES consists of three primary component groups: (1) an array of vehicle 
sensors and connector cables, (2) a digital tape recorder and electronics 
unit, and (3) a set of computer programs which translate the data recorded 
in the field into precise descriptions of driver-vehicle behavior. 

The sections which follow will discuss each of these component groups. 
While it cannot be stated that the techniques described are the only ones 
available nor that they are the optimum procedures, the information presented 
is the result of extensive research and testing and is believed to represent 
the state-of-the-art as of this writing. Where problem areas exist, 
advances in available materials may yield more appropriate equipment. 

To understand the sections which follow, it is first necessary to know 
what the equipment is intended to do. In general, the TES provides a 
method for automatic collection of data on moving vehicles, permitting the 
physical characteristics of traffic to be faithfully reproduced by computer 
processing. The behavior and interactions of all traffic passing through 
the instrumented segment of highway during the period of data collection may 
be studied in accurate detail. The hardware and software as developed or 
refined under this contract represent one of the most powerful tools for 
traffic analysis ever developed. This user's guide is intended 
to present complete information to allow the behavioral scientist to 
intelligently and properly use and maintain this equipment. 



Description 



The TES comprises a Precision Instruments Corporation 7-channel incremental 
digital tape recorder and Raytheon Computer logic modules. Power requirements 
are 12 and 6 volt car batteries and 12 and 6 volt dry cells. After initialization, 
the entire unit is self-operating. 



A-1 



This equipment serves to record data taken from vehicle wheel sensors 
and human observers in such a manner as to reproduce electronically 
the track of all vehicles on multilane highway, and the interactions of 
vehicles within the instrumented section. 

Basically, when a switch is closed by a vehicle passing over a detector 
placed on the surface of the road, an input data recognition circuit encodes 
the signal through a six-bit binary diode matrix according to the switch 
number. A timing sequence is initiated whereby the switch code along with 
the time of the initial switch closure is loaded into the first stage of a 
6-stage storage register. This register is provided so that data are not 
lost if they occur faster than the rate at which the tape recorder can 
record them. In the 6-stage memory, data are shifted in turn through to 
the last register at which time a step warning command is issued to the 
recorder. Passive until this command is received, the recorder comes to 
full power and receives the 18 bit time and switch code in three six-bit 
bytes. The sequence is the high order time code, low order time code, 
and switch code. A seventh bit for each byte is developed as a parity bit 
by the tape recorder circuitry. 

The time code is developed by an internal clock which operates at one 
megahertz. This rate is divided to produce a time bit which increments 
every half millisecond. The 12 bit time register cycles every 2.016 
seconds. At the end of each time cycle a code at time zero is recorded 
permitting the software to keep syncronized with actual elapsed time. 



Supporting Materials and Equipment 



The purpose of this section is to describe the materials used in 
connection with the Traffic Evaluator System. The next section will discuss 
applications. In general, the object is to place sensors on the surface 
of a highway to detect the presence of vehicles, and to transmit this 
information to the recorder. 

Vehicle Sensors 

Requirements . The TES is intended to be used as a short-term measurement 
system. One of the primary advantages to the system is portability. Thus 
the vehicle sensors must yield reliable and high precision time measurements 
(5 x 10"^ sec) of vehicle passage. The TES develops vehicle data depending 
on individual axles, therefore the sensors must be responsive to all axles 
of vehicles. The sensors must be easy to install without modification of 
the highway, and must be easy to remove. 



A-2 



Options . There are two primary methods of detecting the presence of an 
axle (wheel) in wide use in traffic research. They are the pnumatic tube 
and the ribbon switch. Pnumatic tubes are low in cost and are rugged. 
Their re-use factor may be high but in warm humid weather they may be 
expected to fail after sensing about 25,000 vehicles. When used over more 
than three lanes they may move several inches when crossed near the mid-point. 
The sensitivity depends upon the equipment used to translate air pressure 
changes to electrical signals. This equipment may be expensive when detection 
of small, slow vehicles at extreme distances is required. The TES is lane- 
dependent, therefore a system of decoding must be used to determine the lateral 
position of a vehicle. This requires multiple tubes for each detection 
point. To avoid damage to the road surface, the tubes must be attached and 
stretched between points on the shoulder, not always possible in soft- 
shoulder areas. Further discussions of road tube applications may be found 
in DOT HS-800 408, Development of Violation Sampling and Recording Techniques , 
Kelly Scientific Corp., August 1970. 

The preferred device is the ribbon switch. The devices used with the 
TES are products of Tapeswitch Corporation of America, Farmingdale, New York. 
A ribbon switch is a normally open momentary contact switch constructed as a 
long, thin pair of metal contacts separated by a linear insulator. When 
pressure is applied to the surface of the switch, the conductors are pressed 
together and an electrical circuit is completed (see Figure A-1) . Several 
models are available; those which produced the best results are described 
below. The opinions expressed and experiences related are those of 
Bio-Technology, Inc. 





Figure A— 1. Operation of Ribbon Switches 



A-3 



Description of Vehicle Sensors Used 

Model 131-AMT . This model is the lightest of all the products useful for 
vehicle detection. It is light grey, approximately 3/4-lnch wide by 3/16-inch 
thick. It requires 40 ounces of pressure to operate. 

Model RE . This model is designed for vehicle measures. It is 1-3/4 inches 
wide by 3/8-inch thick, grey, and requires about 20 pounds of pressure to 
operate. 

Model RES . This model consists of a type 171-IS tapeswitch enclosed in a 
neoprene sheath. The package is 2 inches wide by 7/16-inch thick, charcoal 
grey, and requires over 20 pounds of pressure to activate. This is the 
heaviest of the products evaluated ( 17 ounces per foot) . 

M&del 171-IS . This is the switch used in the RBS assembly. It is similar 
in size and operation to the model 131-AMT but contained in a black plastic 
jacket designed to be inserted and anchored in the larger sleeve. 



The various models described above have all been used under many different 
situations. Our experience has been that the Model 171-IS is the most appropriate 
switch for traffic research with the TES . The Model 131-AMT has the advantage of 
lower cost. It is not designed for highway use and is not as rugged as the 
171-IS. It is very sensitive to water, and frequently will become shorted due 
to internal moisture even when exposed to morning dew. The extruded jacket 
is not resistant to abrasion and may develop pinholes after exposure to a 
few hundred cars. 

Model RB switches are heavy duty tapeswitch sensors . They have produced 
reliable data on interstate highway for several weeks under the additional 
stress of being installed and removed at several sites. The expected useful 
life is in the order of 50,000 vehicles. There are two major disadvantages to 
this switch; the high profile results in a report audible to the driver of the 
subject vehicle when struck at speeds over 20 mph, and the switch material 
becomes too hard for reliable sensing at temperatures below 50° F. The sound 
made by this switch is similar to that made by a pnumatic tube. When the 
switches are deployed in arrays and camouflaged, a number of the' 
motorists will stop and examine their tires to see if a flat has occurred, 
causing anomalistic behavior to be recorded. The initial cost, while higher 
than other types, may be reduced considerably by reuse after being rebuilt by 
Tapeswitch Corporation. 

The model RBS switch was not useful for collection of covert data due to its 
large physical dimensions. 

The model 171-IS, intended to be used as the sensor element in the RBS assembly, 
is the best product for vehicle detection under all conditions when used without 
the outer sheath. This model has a useful life similar to the RB, but a low 
profile which yields quiet operation. This switch is comparably low in cost. 



A-4 



A modification referred to as the Model 170-IS was designated for use by 
Bio-Technology, Inc. This designator refers to the ribbon switch with 
attached waterproof leadwire cut to specified length and terminated in spade 
lug connectors. These were purchased in six and ten foot switch lengths 
with an assortment of 20,30,40, and 50 foot leadwires to allow for various 
placements. 

All tapeswitches have in common two major problems. First, the switches 
must be placed perpendicularly to the flow of traffic, or short life will 
result. The failure mode consists of the metal contact strips being forced 
out the end of the plastic covering. Second, the end of the switch with 
leadwires attached is highly vulnerable to damage and should be placed 
where minimum probability of being run over occurs. The failure mode is 
separation of the leadwire strands due to metal fatigue at the point where 
the wire stiffens due to solder from the switch-leadwire junction. 
Individual strands of leadwire may connect together across the end of the 
switch before complete failure occurs, causing a shorted condition followed 
by an open circuit several vehicles later. A manufacturing change to spot 
welding rather than soldering leadwires might considerably reduce failure 
when used as described in this report. 

Due to the geometry of the highway segment under study, neither of the 
above precautions may be feasible. A multi-lane curved section will 
invariably result in both failure types. Fortunately, placement of the lead- 
wire connection on the lane divider line and use of a shorter (six foot) 
switch where possible will give data on several thousand vehicles before 
replacement is required. 

Attachment of Sensors to the Eighway 

Requirements . To achieve mobility, minimize interference with traffic, and 
not cause damage to the highway, the sensors must be mounted on the surface of 
the road under study. Since placement of the switches is critical and deter- 
mines the accuracy of measures, the attachment method must insure their 
immobility. Finally, the removal of sensors must be easy and should not leave 
any residue on the highway. 

Options . The above requirements are satisfied by several types of adhesives, 
At one location (inside a tunnel) the switches were imbedded in hot tar strips 
due to the oily, wet conditions which prevailed. In another situation, the 
switches were placed in a thin layer of epoxy resin and allowed to cure before 
traffic was routed back over the test section. These techniques both have the 
serious disadvantages of requiring long times for installation and removal, 
and both leave material on the highway. 

The most frequently used and by far most satisfactory method of attachment 
is with adhesive tape. When tape is used, a second set of requirements is 
developed. (1) The switch must adhere to the road surface in all weather 
(2) The tape must not be destroyed by the combination of wet abrasive action 



A-5 



of vehicle tires, and (3) The tape must blend in with the color of the 
highway to permit unobtrusive measures. No adhesive has been identified 
which will adhere to a wet highway surface. All deployments therefore 
are made, by necessity, in dry weather. No adhesive has been found which 
will adhere to a highway at low temperatures. All winter applications were 
made using a propane torch to temporarily heat a strip of the road to 
about 120° F before placing the tape in position. This technique was 
found to be highly successful. The same technique was tried to dry a damp 
road surface, but the energy required to drive water from the microscopic 
cracks in asphalt was too great. The capillary action of water moving 
beneath the adhesive mass also was instrumental in the failure of the 
adhesion. 

Description of Adhesives Used 

Three types of tape were found to be useful for attachment of tapeswitches 
to the highway. Some twenty different tapes of many manufacturers were 
evaluated in field tests, but none were superior for this application. 

Two layers of adhesive were used to secure the tapeswitches and leadwires 
to the highway, an under layer and a cover. The under layer used was 
Type P-50 double faced cloth tape made by the Permacel Division of Johnson & 
Johnson. This white tape was purchased in 2 inch widths on 25 yard rolls. 
The 10 mil adhesive mass on both faces effectively grips the asphalt or 
concrete surface and prevents movement of the tapeswitch. To secure the 
leadwires and camouflage the switches, a cover of Permacel P-676 tape in 
6 inch width was used across the entire roadway. P-676 is a single faced vinyl 
impregnated waterproof duct tape. This tape is manufactured differently 
than others tested in that the coating (which provides color and water- 
proof qualities) is heat-sealed under high temperature and pressure, melting 
the vinyl into the cloth base. All other tapes delaminated under wet, 
abrasive conditions. This particular tape is available in many colors. 
However, all colors except silver leave the adhesive mass on the highway when 
the tape is removed. For this reason, silver was selected for the diagrammatic 
signing research. The color was acceptable with regard to blending with the 
surface of the road. On other projects olive drab color was used, and the 
strips went virtually unnoticed by the driver-public. Under relatively low 
volume conditions the adhesive did not adhere so well to the road that an 
objectionable amount was left behind. 

As was stated above, all deployments were conducted in dry weather. Our 
experience with P-676 adhesive shows that the tape will not be affected by 
rain if provided at least twelve hours to cure before rain begins. Conversely, 
the entire array of tape and vehicle sensors will be destroyed if rain begins 
shortly after deplojnnent. 



A- 6 



Deployment of the Data Collection System 



The Traffic Evaluator System has been used under several contracts in a 
variety of ways. The techniques described below are those which yielded 
the best results under general conditions. Specific applications may 
require modifications. "Deployment" is the entire process of installing 
the hardware on the highway. "Operation" refers to the necessary attention 
to establish and maintain operation. "Undeployment" refers to the removal 
of material from the site. 



Preparation for Deployment 

1. Selection of Roadway Segment to be Instrumented . This procedure 
is discussed in the main text. It is an integral part of the 
experimental design and includes determination of the trap 
separation distances, number of pairs to be used in each lane, 
and the physical reference point from which all measures will 
be made. Since the TES is a powerful tool for a before-after 
type study, permanent reference points should be selected. 

2. Notification of Appropriate Authorities . The installation 
and operation of the TES usually requires the services of 
police to direct traffic during the deployment and undeployment 
phases. In addition to that support, it will frequently be 
necessary to advise state and local authorities of the nature 
and duration of the study. When operations within a municipality 
are contemplated, it is advisable to inform the local police even 
though a Federal, State, or County road is to be studied. 

3. Preliminary Measures . The segment of road to be instrumented is 
measured to an accuracy of 0.5% or better, and the upstream point 
for each trap is marked using permanent day-glow paint on both 
edges of the road. For trap separations in the order of 300 feet, 
a measuring wheel is adequate. The road must be marked on both 
sides to insure accurate placement of the switches perpendicular 
to the flow of traffic. When instrumenting a curved section, the 
trap separation measure should be made to the mid=-point of the 
lanes (s) to be instrumented (by interpolation). If the road 
segment has a high degree of curvature, trap separation may have 



A-7 



to be reduced below 100 feet or increased above 300 feet to 
maintain separation of the switches on the inside lane within 
0.5% of those in the outside lane. All measures are along the 
path of the vehicles to be studied. The distances from the 
leadwire end of each switch to the place where the leadwire 
will interconnect with cables to the electronics unit is 
measured to determine the minimum required leadwire lengths. 
Finally, the length of cable required from each switch pair 
termination to the site selected for the electronics unit 
is measured for each set of traps. Figure A-2 illustrates 
a sample deployment plan. 

4. Switch Preparation . Tapeswitches with appropriate leadwire 
lengths are selected and the terminal end of the leadwire 
is tagged with the length of the leadwire. Also, a mark is 
made on the upper surface of the nonleadwire end of the switch 
indicating the lead length. Double faced tape is applied to 
the lower surface of the switch, using a roller to insure a 
good seal. The protective paper should not be removed from 
the external tape surface until the switch is placed on the 
road. After tape is applied, the switches must not be rolled 
or bent or the adhesive will separate from the switch. For 
best results, tape should be applied in a warm room at least 
eight hours before deployment. 

5. Cable Preparation . From the table of required cable lengths, 
an appropriate number of cables should be selected and tags 
applied to both ends indicating to which group the cable is 
to be connected. 

6. Cable Installation . Because of the difficulty of maneuvering 
through the area near highways and the need to use available 
camouflage, cables and their terminating boxes are installed 
in daylight, usually the afternoon before deployment of the 
switches. The primary difficulty which will be encountered 
is the tendency of the soft brass cable connectors to deform 
if allowed to strike the road, and the care that is required 
to keep them clean. Before deployment, plastic bags are 
taped over the ends of the cables to exclude water and dirt. 
These are not removed until the connector is ready to be 
inserted in the appropriate receptical. Cables are supplied 
with the TES in several lengths. Most are 330 feet, but 
several are around 100 feet. (These were severed by vehicles 
and connectors were applied to the new ends . ) They may be 
connected together like household extension cords to construct 
the required cable run. 

The end of the cable with the female connector is routed from 
the appropriate road switch termination point to the recorder 
location. The latter is generally located at a camouflage 



A-8 



LANES 



CABLE LENGTHS 
FROM TES TO TRAP: LENGTH 



500' 
200' 
100' 
400' 
700' 
1000' 



LEADWIRE LENGTHS 
SWITCHES TRAP LENGTH 



A,B 


All 


20 


CD 


1-3 


20 


CD 


4-6 


40 


E,F 


1-3 


40 


E,F 


406 


60 



DATA COLLECTION 
SITE 



o 
a 



o 
o 



MEASUREMENT REFERENCE 
(PAINTED GORE) 




TRAP 1 



CO 

o 

o 



TRAP 2 



CO 

o 
o 



TRAP 3 



CO 

o 
o 



TRAP 4 



CO 

o 
o 



TRAP 5 



CO 

o 
o 



TRAP 6 



Figure A— 2. Minimum information required for a Deployment Plan. 



A-9 



point with good drainage in case of rain. Excess cable should 
be coiled at the recorder location. 

The female end of the cable is connected to one of the terminal 
strip boxes supplied with the system. Leave the box near the 
appropriate point to be connected to the switch leadwires 
after deployment. It is necessary to select a hidden place or 
pile grass, etc. over the box to reduce vandalism. 

7. Miscellaneous Equipment . The list shown in Table A-1 is 
representative of materials required in the deployment phase. 

8. Loading . The vehicle used to proceed to the deployment site is 
loaded with equipment in reverse order to the anticipated need. 
Since most deplojnnents are actually done between midnight and 
six a.m. (to minimize hazard and interference with traffic) 
the loading step is important. 

Traffic Control 

A four man deployment crew is recommended. The discussion which follows 
assumes a three lane interstate highway deployment at night with police 
support for traffic control. Switches are to be applied as shown in 
Figure A-3, in pairs across all three lanes. 

The traffic volume at this site during the hours of deployment is assumed 
to be under 500 vehicles per hour. For safety reasons, and to avoid 
antagonizing the motoring public, a total queue of 30 vehicles per lane is the 
maximum which should be tolerated. A reasonably well rehearsed crew can 
deploy a strip of three switches in five to eight minutes on warm surfaces. 
The police are therefore requested to completely stop all traffic for the 
time required to deploy one strip of three switches. Traffic is then allowed 
to proceed until the crew is ready to deploy another strip. 

On occasion the police would not agree to stop all traffic, but attempted 
to route vehicles along the shoulder or other available route during 
deployment. This rerouting involved the use of a great many traffic cones 
and the attendent time required to set them out. After the first two strips 
were applied the crew moved to the next deployment point, 300 feet down-stream, 
which required replacement of all traffic control devices. This operation 
required four police officers, ten personnel from the state highway depart- 
ment, and six vehicles. The results were unsatisfactory from a safety 
consideration since several drivers refused to proceed along the shoulder, and 
one drove over a box of equipment narrowly missing one of the deployment 
crew members. Stopping all traffic, on the other hand, required only two 



A-10 



TABLE A-1 
Typical Materials Required for Deployment 



PRIMARY MATERIALS 

1. Prepared Switches 

2. Prepared Cable 

3. Cover Tape 

4. Terminal Boxes 



TOOL KIT 

1. Measuring Tape 

2. Screwdrivers 

3 . Chalklines 

4. Extra Chalk and String 

5. Torch and Solder 

6. Label Tags 

7. Bags for Cable Ends 

8 . Kiel 

9. Roll Double Faced Tape 

10. Masking Tape 

11. Electrical Tape 

12. Leadwire Extensions 

13. Lantern Mantles and Fuel 

14. Torch Striker 

15. Wooden Matches 

16. Magic Marker 

17. Spare Cables 

18. Spare Switches 

19. Extra Cover Tape 

20. Brooms 

21. Four Foot Rods 

22. Coleman Lanterns 

23. Emergency Beacon 

24. C.B. Radios 

25. Extra Terminal Boxes 

26. Measuring Wheel 

27. Flares 

28. Medical Kit 

29 Continuity Tester 

30. Flashlights and Batteries 



A-11 




Figure A— 3. Typical Placement of Six Ten-Foot Tapeswitches 



A-12 



police officers with an adequate supply of flares and their cars with the 
flashing beacons illuminated. Generally it was most convenient to stop 
traffic at the same point for the deployment of the entire 1500t foot array. 
As the deployment crew gets farther from the police crew, reliable 
communications becomes more important and the lag between the time police 
stop vehicles and the time the last car has passed the deployment point 
is increased. Because of frequency incompatability, it was found effective 
to provide a citizen's band radio set for both the police crew and the 
deployment crew rather than to request a third officer to stay at the 
deployment site to provide communications. 

Procedure for Deployment 

1. One man acts as the deployment coordinator. His primary task 
is to insure a safe and accurate deployment. It must be understood by 
both the deployment crew and the police that he alone will request the 
police to stop and release traffic. He must be alert to the possibility 
that a vehicle may not stay behind the vehicle stop point. When this occurs, 
a command to clear the road should result in all personnel going to the 
nearest shoulder immediately, leaving equipment behind. 

2. When ready, the coordinator requests the police to stop traffic. 

3. When the road is clear, the chalk line is snapped across the entire 
road between the marks previously painted on the edge of the road. Using 
two four foot rods at each edge and a third in the center, a second 

line is snapped exactly four feet downstream from the first line. Sweeping 
and traffic will not degrade the lines. 

4. a) Man (1) rewinds chalk line 

b) Man (2) sweeps the upstream line area 

c) Man (3) places three switches near the installation 
point behind the sweeper. He must insure that the 
lead lengths are distributed correctly. 

5. a) Man (1) and (2) hold switches up while man (3) 

removes the paper backing from the double faced tape. 

b) Man (3) dresses the leadwire to the shoulder while 
(1) and (2) position the switch along the downstream 
side of the chalk line. 

6. Step 5 is repeated for the other two switches. 

7. While the last switch is being positioned, man (1) proceeds to 
the first switch with a roll of cover tape. 

8. Man (1) presses the tape over the switches while man (2) backs 
across the road unrolling the tape. Man (3) maintains the 
leadwires neatly on the downstream side of the switches. If the 
leadwires are placed upstream, the switches will not be activated 



A-13 



reliably due to wheel bounce. It is not necessary to press 
the cover tape down carefully since the traffic will do 
that step nicely.' However, any exposed adhesive will 
adhere to the wheels of passing cars and cause the entire 
strip to come ap. If the tape becomes tangled, do not 
attempt to unsnarl it, but tear off the damaged section, 
overlap the positioned strip at least 6 inches, and continue. 

9. When all personnel and equipment are clear of the highway, 
the coordinator requests the police to release the traffic. 

10. Switches are prepared along the shoulder, and when ready. 
Steps 2 through 9 are repeated at the downstream line four 
feet from the first strip just installed. 

11. At this point three pairs of leadwires extend from the end 
of each of the two strips of cover tape. They are marked, 
for example, 10,20, and 30 (referring to the length of the 
leads) . These will be connected to terminal strips and then 
to cables which lead to the site of the electronics unit. 

To minimize the time when police support is required, 
however, it is best to complete the installation of the 
remaining switches in the array before doing work along the 
shoulder such as leadwire connection. 

12. When the deployment has been completed, connections between 
the switch and the cable terminal boxes are made. The 
leadwires extending from each strip of three switches should 
be labeled according to the lead length. Thus the longest 
will correspond to switches E and F of Figure A-3, etc. 
For this example, the upstream longest lead is connected to 
the pair of screws in the terminal box marked "E". See 
Figure A-4. The rest of the leads are connected as above. 
The orientation of the switch leads is immaterial. Later 
discussions of the input wiring of the electronics unit will 
allow the experimenter to select the most appropriate 
terminals for the switches and to avoid duplication. 



A-14 



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B 



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-^ Q (12 VOLTS) 



Figure A— 4. Interface Connections at Terminal Boxes 



A-15 



Operation of the Data Collection System 



Input Arrangement 

Introduction . To select appropriate inputs for the system's switches, 
it is necessary to understand something of how the signals from switches 
are recorded. The discussion which follows is the minimum information 
needed to properly use the system. 

Code Conversion . The user of the system can directly address 60 different 
inputs. Each of these is recognized by the TES as a discrete switch, 
either open or closed. It does not matter how a switch is activated, whether 
by a vehicle tire (ribbon switch) , human observer (pushbutton) , photocell 
(relay), etc. 

For convenience, these 60 inputs are available at nine input connectors 
containing 10 inputs each. (Therefore, 30 inputs appear twice) Table A-2 
lists the inputs available at each of the nine connectors. The letters in 
the tabli refer to the pin designations laadlded on the connectors in the 
back of the electronics unit (see Figure A-6, page A-23) . 

The use of the inputs is determined by the experimental designer, and 
is primarily dictated by efficient use of cables. To process the data it is 
necessary to know the code assigned to each switch being monitored by the TES, 
Inputs used for other than vehicle tracking are treated differently by the 
computer program that processes the data. 

Terminal Boxes . So that the terminal boxes are not required to be used at 
specific locations in the array ofrraadswltches, the inputs are designed 
A,B,C,D,E,F,W,X,Y,Z to match the ten codes available at each input. See 
Table A-2. The arrangement is actually A,C,E,B,D,F,W,X,Y,Z for ease of 
connection to leadwires as they come off the road (see Figure A-4) . 
Thus, two switches connected to contacts A and B in a terminal box plugged 
into connector RSI on the electronics unit would use codes 1 and 2, 
respectively. If it were plugged into connector MCI, the same switches 
would activate codes 37 and 38. 

Manuaireading 

Code Boxes , Figure A-5 shows a typical code box supplied with the TES . 
To avoid accidental duplication of codes, only buttons one through eight 
of the pushbuttons are internally connected to the cable. These boxes are 
normally connected to one of the "MC" inputs (for Manual Code) , but 
may be used with any of the nine inputs. When a button is pressed, the 
appropriate code is written on the magnetic tape. 

■ :.e. r Ar tH 



A-16 



Table A-2 

Switch Codes Available at Each of the 
Nine Evaluator Input Connections 

CONNECTOR PIN R - S GROUP 

12 3 4 5 6 

M 01 07 13 19 25 31 

S 02 08 14 20 26 32 

T 03 09 15 21 27 33 

R 04 10 16 22 28 34 

U 05 11 17 23 29 35 

N 06 12 18 24 30 36 

B 37 39 41 43 45 47 

V 38 40 42 44 46 48 

K 49 51 53 55 57 59 

G 50 52 54 56 58 60 

P 12 Volts 

Q 12 Volts 









TERMINAL 


± 


C GROUP - 


BOX LABEL 


1 


2 


3 




37 


45 


53 


A 


38 


46 


54 


B 


39 


47 


55 


C 


40 


48 


56 


D 


41 


49 


57 


E 


42 


50 


58 


F 


43 


51 


59 


W 


44 


52 


60 


X 


1 


3 


5 


Y 


2 


4 


6 


Z 



A-17 




Figure A— 5. Manual Code Pushbutton Box 



A-18 



Other Arrangements. In some cases such as arrays which require a large 
number of road switches it may not be convenient to use the code boxes as 
designed. For example, it may be necessary to code dichotomous events 
by three observers. Three two-button boxes may be built and connected to 
a terminal box and then to the electronics unit. 

'Autaaa^ia- Coding i-ag. 

Some data collection plans require poCatlon of periodic events such as 
the yellow phase of a traffic signal. If connection to the primary 
device controller is possible, a relay contact may be wired directly to 
one of the spare inputs at a terminal box. Whenever the relay closes, 
the appropriate code will be written on the TES magnetic tape. 

Retrieval of Information 

General Data Arrangement . The electronics unit/recorder system writes 
four kinds of data on the magnetic tape: 

1. File Marks 

2. Record Gaps 

3. Time Groups 

4. Switch Codes 

File marks are written whenever the operator presses the "File" button 
on the front panel. These are used to define sections of tape containing 
useful data. Accurate time logs must be maintained to process the data. 
For example, a data collection log might appear as shown in Table A-3 
(See also Figure A-2, page A-9) . 

Record gaps are automatically written on the tape to permit the tape 
to be read by the computer program which will analyze the data. 

Time groups and switch codes are always written together. That is, 
the appearance of a switch code is mated with the time that code appeared, 
and the two groups are recorded. A very accurate clock within the equip- 
ment runs up to 2.0160 seconds, and resets. The reset event is seen by the 
system as another switch input, and time (0000) and the switch code 
assigned to the clock (00) are recorded. This gives a record on the tape 
of relative time since device activation. The processing program begins 
with the time of day the system was started and adds 2.016 seconds every 
time a clock reset is recorded. 

Road Switch Codes . Activation of any input line causes the clock to be 
read and recorded with the code for that line. Thus a two axle vehicle 
crossing road switches 7 and 8 might produce a record: 



A-19 



Table A- 3 
Example of Data Collection Log 



Tape Contents 

File Mark 
0903 Begin Data 
1152 File Mark 
(Accident on Road) 
n41 Begin Data 
1934 End Data 
File Mark 



Road Codes Used 

Trap Number 

12 3 4 5 6 

Lane 1 19,20 25,26 31,32 

Lane 2 3,4 9,10 15,16 21,22 27,28 33,34 

Lane 3 5,6 11,12 17,18 23,24 29,30 35,36 



Manual Coding 

(Into Trap 3) 

Lane 1 None 

Lane 2 37 through 44 

Lane 3 45 through 52 

Other Events 

Codes 54 and 57 



A-20 



Time Code 

1200.0 7 

1247.0 8 (Front Axle) 

1320.0 7 

1367.5 8 (Rear Axle) 

This record describes a vehicle as follows: (switches 7 and 8 are exactly 
four feet apart) . 

1. The front axle required (1247.0 - 1200.0) or 47.0 milliseconds 
to go four feet. Its speed may be calculated as 58.027 
miles per hour. 

2. The rear axle required (1367.5 - 1320.0) or 47.5 milliseconds 
to go four feet. Its speed is therefore 57.416 miles per 
hour . 

3. The average axle speed is 57.722 m.p.h. 

4. The time between the front and rear axles hitting switch 7 
is (1320.0 - 1200.0) or 120 milliseconds. These axles 
required 1367.5 - 1247.0) or 120.5 milliseconds to cross 
switch 8. 

5. The average calculated wheelbase is therefore 10.180 feet. 

Vehicle-Related Manual Codes . A feature of the software permits the 
user to assign codes to be associated with the record of specific vehicles. 
To do this it is necessary that the codes be inserted into the data at a 
point the logic of the program can recognize. The rules for vehicle related 
coding must be followed exactly. 

One of the traps, or sets of switches across the road, is selected for 
coding. The human observer must depress the appropriate code button at 
a time when the vehicle to receive the code will be the next vehicle to hit 
the upstream switch of the pair being coded into. For example. Table A-3 
indicates that manual code 37 (which could mean one occupant was in the 
vehicle, for example) is used to code vehicles into trap 3, lane 2. The 
"Road codes used" list of the same table shows that the upstream switch at 
trap 3 in lane 2 was number 15. When the software detects a code 37, it 
is held in memory until a hit is recognized on switch 15 . The manual code 
is then assigned to the vehicle which hit the selected road switch. Up 
to seven codes may be associated with each vehicle. Only one trap may be 
selected for coding, and it must be the same for all instrumented lanes. 



A-21 



Other codes . Coding not related to vehicles as discussed above may be used, 
but there is no provision for assigning these codes to vehicles. An 
auxiliary program may be written to search the edited data and print 
the time of day each of these codes occurred. The software as supplied 
only provides counts for each of these codes. 



Using the Data Collection System 



Cable Connection . During the deployment phase cables were run from each 
set of road switches to the recorder site. The trap number should be 
tagged to each end of each cable. On the back of the recorder/ 
electronics unit are nine female connectors (See Figure A-6) . Six are 
labeled "RSI" to "RS6". The cables are connected to the appropriate RS 
(Road Switch) input. Manual code cables are connected to appropriate "MC" 
inputs. 

Power Connection . A single cable is used to provide power connection. The 
battery box supplied with the system has four different power supplies, all 
connected to an eight pin power connector. The power requirements are: 

1. Twelve volt wet cell for the tape recorder. 

2. Six volt wet cell for the electronics unit. 

3. Six volt dry cell for bias in the electronics unit. 

4. Twelve volt dry cell for switch operation. 

The dry cells should be replaced every six months. The wet cells 
(automobile batteries) will operate the system for one to four days depending 
on the traffic volume, but should be recharged every day. The six volt 
wet cell delivers a steady four amperes to the unit. The twelve volt cell 
is used only when the recorder is actually writing data (the recorder is 
turned off automatically between switch inputs) . It may be expected to 
provide reliable power for about 600,000 switch closures. 

Power Supply Checks . Refer to Figure A-7. With the power cord connected 
and the tape recorder properly threaded, press the main power switch. Using 
the meter select switch, read the condition of the 12 volt recorder battery, 
the six volt electronics battery, and the six volt dry cell bias battery. 
These should indicate as shown in Table A-4. Select one of the two meter-off 
positions after this check. 



A-22 













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A-24 



Table A-A 
Expected Voltage Readings 





Switch 




Battery 


Position 


Meter Reading 


12 V. Recorder 


+12 


11.5 - 13 


6 V. Power 


+5 


4.8 - 5.3 


6 V. Bias 


-5 


4.8 - 5.3 



NOTE: The 12v Roadswitch Battery is not metered or fused, 



Use of the Display Panel . With the main power and R.S. powep switches on* 
turn on the display and press the reset button. As vehicles cross each of 
the road switches, the lamp corresponding to that switch will light and 
remain lighted until the display is reset. Select the lamp pair corresponding 
to two switches which can be seen. Reset the display and watch these lamps 
when a vehicle is about to cross the switches. You should be able to 
verify in this manner that all inputs are properly connected and that all 
systems are operating properly. 

The display unit consumes considerable power even though solid state 
lamps (light emitting diodes) are used instead of ordinary bulbs. The display 
should be turned off when not in use. 

Starting Data Collection . When the proper connection of switches has been 
established, verify that the magnetic tape is positioned at the reflective 
strip and press the "File" button. When ready to begin collecting data, 
note the exact time and press the "Operate" button. Listen for the sound of 
the recorder writing data to insure final correct operation. The system 
will operate unattended until turned off. 

Ending Data Collection . Another file mark must be recorded at the end of 
data. The power is then turned off, cables removed and protected with 
plastic bags, and the system is ready to be removed. Before the data tape 
can be processed it must be rewound. This can be done by hand or by 
reversing the tape reels and running the recorder in the fast forward mode. 
Damage will result from turning the recorder tape hubs by hand. Whenever 



A-25 



the recorder is not in use, the fast forward lever should be opened to preven 
a groove being pressed into the capstan wheel. 



Undeployment 



The process of removing switches from the ro-id is essentially the reverse 
of the deployment. Police support will be required for safety if the 
traffic volume is high. Leadwires should be disconnected from the terminal 
boxes before the switches are moved. To remove the switches without 
destroying them, the following procedure hks been found effective. 

1. Carefully lift and remove the strip of 
cover tape while keeping the switches in 
contact with the road. The tape is 
extremely difficult to separate if it 
becomes stuck to itself. 

2. The switches are lifted from the road, 
leaving the double faced tape behind. 
They may then be coiled loosely, being 
careful to avoid sharp bends. 

3. Finally, the doufele faced tape is removed 
and all tape is discarded. 

Care should be exercised when picking up the cables to avoid damage to 
the connectors. They should be covered with plastic bags as soon as they 
are disconnected. 



Troubleshooting the Traffic Evaluator System 



Little can be done in the field to repair certain kinds of malfunctions. 
Those problems which most frequently occur are tabulated. If the problem is 
in a roadswitch, replacement is the only solution. This ais a difficult 
task under multilane installations, however, since the switches and leadwires 
are installed as a unit across all instrumented lanes. It is also difficult 



A-26 



to measure accurately the required four foot separation after the cover 
tape is applied. Two features of the software should influence the decision 
to replace faulty switches. If the failed switch is not in the first 
trap, the wheelbase of the subject vehicle will have been calculated by 
the time the vehicle reaches the trap containing a faulty switch. If one 
of the two switches operates normally, the program will determine the times 
that the missing switch would have been hit using the calculated wheelbase 
measures of the oldest vehicles in all lanes reconstructed at the previous 
trap. Then, with several candidates, it proceeds with the normal vehicle 
tracking logic until the best fit is obtained. 

The second feature provides for vehicle tracking across a detector 
pair which is completely inoperative; for example, a vehicle may be tracked 
at traps 1,2,4,5,6, even if trap 3 is missing completely. Finally, if one 
of two switches is missing in the first trap, the software assumes a 
wheelbase of 9.2 feet, calculates the missing switch times, and then 
proceeds to try to connect this vehicle with another's appearance at trap 2. 
Candidates which appear likely are identified and their measured wheelbase 
is substituted for the assumed 9.7 feet until the best match is found. 
These rather complicated subroutines have been tested at length by processing 
data known to be good, and then reprocessing the same data with code 99 
substituted for the actual code of switches in various locations in the 
array. Virtually the same results were computed when as many as 12 switches 
were missing from a 36 switch array. 

Most of the problems with the system will be identified by listening to 
the sound made by the recorder. Others will be detected by observation of 
the display panel. Subtle failures in the electronic system are eitherl 
detected by a technician making a thorough inspection, or by the failure 
of the software to construct vehicles from the data tapes collected. 

Since the sound of the data being recorded contributes much to the 
detection of problems, the user is urged to become familiar with the four 
basic sounds. They are: 

1. With no input to the system . The recorder will 
write a clock reset code every 2.016 seconds. 
Actually, three words of data are being written. 
With experience you can hear a particular type 
of fault where only two of the three words are 
written. 

2. With road switches connected and a fairly high 
volume of traffic. 

3. When the File Mark is being written . 



A-27 



4. When the recorder is writing continuous data. 
This is an abnormal condition. It may be 
compared with 3 above by removing card 12B 
from the electronics unit. The sound is 
slightly lower in pitch than when a file 
mark is written. 



Field Repairs 
Equipment Required 



1. Slotted head screwdriver 

2. Pocket multi-meter to measure voltage and continuity 

3. A five foot wire with large clips on each end 



Problem 



Recorder is heard writing clock resets 5 times as often as it should, 

Solution 

A switch located in the center of the back of the electronics unit 
selects a clock rate of 100 or 500 microseconds. Position it for 
500 microseconds. 



Problem 



Recorder is heard writing clock resets at a variable rate. 
Solution 

The wet cell batteries need to be recharged. 



Problems- 



Recorder does not write. 
Solution 
-a) Tape is not properly threaded. 

b) Twelve or 6 volt wet cell battery is not connected 
or requires recharging. 

c) Fuse blown. (See Figure A-6, page A-23) . 



A-28 



Problem 

Recorder runs continuously. 
Solution 

a) If the "buzz" associated with writing data is not heard, 
the fast forward lever is open. 

b) One or more of the logic cards in the electronics 
unit is loose in its socket. 

c) Shop troubleshooting is required. 
Problem 

Unit operated properly but stopped. 
Solution 

a) Tape reel hub was not tightened and the end-of-tape 
lever has released. 

b) See "Recorder does not write." 

Problem 

Record gaps are recorded at frequent intervals. (They sound like 
3/4 second long file marks.) 

Solution 

a) '^he bias battery connections are loose, or the battery should 
be replaced, or the bias fuse has blown. 

b) Shop troubleshooting is required. 
Problem 

Unit writes continuously as long as one input is closed. 

Solution 

This problem is usually found in the shop since it is difficult 
to hear except for manual code buttons. A capacitor is used to isolate 
the input from the electronics. Its function is to provide only one 
pulse for a switch closure no matter how long it remains closed. If 
this capacitor shorts, the code for that input is recorded repeatedly 
as long as the switch is closed. In the field, the best solution is to 
omit use of the faulty input. 



A-29 



Problem 

The display does nbt light. 
Solution 

a) Display switch or R.S. power switch is off. 

b) 6 Volt fuse blown 

c) Road switch power is not applied. Inspect the battery 
connections or replace the battery. Measure the voltage 
between pin P of any input connector and the negative 
terminal of the 12 volt wet cell. If not 12 volts, a 
fault lies in the circuitry of the road switch battery. 

d) Shop repair of display is required. 

Problem 

The display of an entire group of switches connected to a single cable 
does not light. 

Solution 

a) The cable is connected to the wrong input or not tightened properly. 

b) One or more of the cable connections between the recorder 
and the terminal box is loose or cross- threaded. 

c) The road switches are not connected to the terminal box. 

d) Road switch power is not applied to the switches. To test 
for this condition: 

1. Establish a ground return by connecting a five 
foot wire with clips on each end between the 
negative terminal of the 12 volt wet cell and 
the case of the recorder/electronics unit. 

2. Using a multimeter, measure road switch voltage 
at the suspected terminal box between pins "P and 
"E" (all of the pins on the outside ring which 
are not connected, except "A", are grounded 
shields) . 

3. Rfemove the cliplead before resumption of data collection. 



A-30 



Problem 

A lamp comes on for an unused input or for a used input without 
activation of that input. 

Solution 

Generally this is caused by inadvertent duplication of an input 
code. It is frequently difficult to trace. The most 1 ..kely sources 
are: 

a) A roadswitch is connected across two input lines 
instead of between an input line and the common 
12 volt power line inside a terminal box. 

b) If the problem is with input 1 through 6 or 37 
through 60, the code may have been duplicated. 

These codes are available at two different connectors. 
See Table A-2. 

c) Under certain conditions this may be caused by a 
shorted switch. Continue to the next solution. 

Problem 

One switch fails to light on the display when activated. 

Solution 

1. Note a switch in the same terminal box which operates 
normally. 

2. At the terminal box remove the inoperative switch and 
verify continuity between the 12 volt power terminal 
of the good switch and that of the bad switch. 

3. Using the continuity tester measure resistance across 
the suspected switch leads. A normally operating switch 
will cause a noticeable jump in the meter when a vehicle 
crosses it, while a failed switch will either be shorted 
or open. A switch may show 100 to 5,000 ohms if it 
contains water. Faulty switches should not be reconnected 
to the system. 



A-31 



Shop Troubleshooting Hints 

There are a few problems which have developed several times. Changes in phys- 
ical layout and the addition of diodes to the input circuit have generally omit- 
ted the majority of them. The most frequent failures are discussed below. 

Problem 

Recorder runs continuously due to a faulty input. 

Solution 

1. Remove clock card B-1. 

2. With the recorder writing continuous data, read the octal value of 
the code being written at the memory output. See procedure, 
"Memory," page 35. 

3. Refer to the table of octal codes, page 37, to identify the faulty 
input circuit. 

4. The level converter for the faulty input will be high, generally 
due to a failed input transistor punctured by a large negative 
transient. Replace the protective diode as well as the level 
converter . 

5. At times, there will be more than one failure. In this case, the 
memory readout is the OR combination of all the failed circuits. 
For example, 000101 could represent input 5, or inputs 1 and 4, 
or 5 and 1, etc. 

Problem 

Data appears to be valid but the software cannot reconstruct vehicles. 

Solution 

The most likely problem is a failed flip-flop in the memory or a bad gate 
in the output multiplexer. Verify with procedure "Multiplexer," page 36. Read 
each stage of memory in turn to find the register which is not able to change 
states, and replace. 

Problem 

The edit program which processes the data prints "multiple hits on code XX." 

Solution 

The program identifies and ignores hits of the same switch code that are 
less than 10 milliseconds apart. The one-shot multivibrator associated with the 
named code is supposed to be activated for about 30 milliseconds to prevent 



A-32 



contact bounce from triggering the same input several times for one hit. The 
primary reason to repair this fault is to prevent the memory from being filled 
with spurious data. Re-time the one-shot using the potentiometer on the circuit 
card, or replace. 

Problem - 

Edit program resynchronizes frequently when attempting to process the data. 

Discussion 

The Edit Program is used to separate the data recorded in the field into 
groups of 18-bit words representing a time and switch code group. This is not 
as simple as might appear since there are no separation codes recorded, only a 
continuous string of six-bit bytes. Under conditions of very heavy traffic, the 
memory may be full when a clock reset is signaled. The Edit program senses the 
missing reset and supplies it. Other times, only two of the three bytes are re- 
corded. The program identifies this condition and omits the bad data. Altogether 
there are five types of resync messages produced by the Edit program. If these 
occur more than once or twice in a record, the following may solve the problem. 

Solution 

The timing of words sent to the recorder must be separated by at least 
5 milliseconds since that is the maximum writing speed of the recorder. The 
STEP WARNING command must precede the first STEP command by at least 0.5 milli- 
seconds. This timing is controlled by a Multivibrator at 36A28. The timing 
capacitors are mounted on the bottom of the wire-wrapped connector board. 



A-33 



Electronic Unit Inspection 



Equipment Required 

1. Screwdrivers 

2. Soldering iron 

3. Assortment of small insultated clipleads 

4. Oscilloscope 

5. Bounce free switch 

6. Logic state probe 

7. Voltmeter 

8. Assorted replacement printed circuit boards 

9. Miscellaneous resistors and capacitors 
10. Several card extenders 

Periodic Inspection 

The following discussion will assume that a technician familiar with 
solid state logic circuitry will inspect the equipment. Normal procedure 
such as maintanence and repair of batteries, cables, etc. is not covered, 
nor is repair to the tape recorder itself. 

The tape recorder technical manual for Model 1387 may be ordered from 
Precision Instrument Company, 3170 Porter Drive, Palo Alto, California. 

The technician is assumed to have become familiar with the layout and 
operation of the TES. 

Procedure 

L 1. Slide the electronics unit out and remove the top 
panel. The connectors should not be removed. 

2. Using rubber bands, support the recorder tape tensioning 
arms to operate position. 

3. Apply power and verify the clock reset is being written 
every two seconds. 

4. Remove the clock oscillator, card B-1. 

Input Circuits 

The following checks will verify operation of all input circuits from 
the input connectors to the diode matrix as well as the light display. 



A-34 



1. Connect a voltmeter to common at the negative terminal 
of the 6 volt wet cell, and verify +12 volts at Pins P 
and Q of all nine input connectors. 

2. Connect a probe to the positive terminal of the road 
switch battery. 

3. Turn on and reset the display. 

4. Using a mirror or assistant, toggle each input from 1 
to 60 with the probe, verify that the correct light 
comes on, and that the recorder writes only one word 
(three byes) of data for each input. The sequence 

of inputs is pins M,S,T,R,U,N,B,V,K,G on inputs RS-1 
to RS-6, then MC-1 to MC-3. The display should be 
completely illuminated after RS-6. Reset and check 
the MC connectors. See also Table A-2. 

Memory 

The following checks will verify operation of the diode matrix and 
memory sections. 

1. Put card 33B on an extender board. This card is the last 
stage of memory. The switch code appears on pins 26-20- 
18-8-5-A. We will write two codes to verify propagation 
and change of state, octal 07 and 70. 

2. Toggle input "N" on "RS-1", Using a level detector, read 
000111 on the above six pins. Toggle input "T" on 
connector "MC3". Read code 111000. 

To observe propagation of both logic states through the 12 bits of 
memory used for the time code, it is necessary to induce both states into 
memory, toggle an input to propagate the induced code, and read the 
output results. 

3. Remove cards 5B and 6B. 

4. Following the table below, ground each of the input pins in 
turn and observe that the low thus entered is propagated to 
the output when the machine is toggled at any input. 



A-35 



INPUT PIN OUTPUT PIN 

23B-12 32B-18 

-16 -8 

22B-36 34B-31 

-33 -32 

-37 -26 

-21 :i20 

-24 -18 

- 9 - 8 

-12 - 5 

-16 - 4 

21B-36 33B-31 

-33 -32 



5. Replace all cards. Verify clock resets art being recorded. 

Record Counter 

To test the counter chain which commands the recorder to write a record 
gap, a high frequency counter is needed. A completely adequate check may be 
performed using the internal counter, however. 

1. With the recorder writing clock resets every 2.016 seconds, 
connect a jumper from 5B-7 to 37A-15. This may be easily done 
using test point 7 on card 5B and test point 4 on 37A. 

2. The high frequency pulse chain thus fed into the record 

gap counter will cause the recorder to write a 3/4 second record 
gap after every four clock resets. 

Multiplexer 

The following will test the multiplexer that feeds the recorder three 
six-bit words for each input signal. 

1. Place cards 35B and 36B on extender cards. 

2. Remove cards 1B,5B, 6B. 

With cards 5B and 6B removed, the 12 time-code bits will remain high. 
We will input appropriate switch codes and observe the ] ow signal being 
transferred to the recorder during cycle 3 of the multiplexer. 



A-36 



The recorder input leads are marked channel B,A,8, 4,2 and 1. These 
refer to bits representing powers of two 32,16,8,4,2,1 respectively. 
For convenience we will use inputs 20 and 42, found at pins S on RS-4 
and U on MC-1 respectively. These generate octal codes 25 (010101) 
and 52 (101010) to the recorder.^ 



The reader may notice that the decimal equivalent of octal 25 
is 21, not 20. Remember that the internal clock reset function 
uses code 01, and that the computer program subtracts one from 
all codes to permit the system user to number his addressable 
Inputs from 1 to 60 rather than 2 to 61. The following table 
octal codes may be useful. 



Octal Value of Codes Actually Recorded for Each Input 



INPUT PIN RS-1 RS-2 RS-3 RS-4 RS-5 RS-6 MC-1 MC-2 MC-3 

M . 02 10 16 24 32 40 46 56 66 

S 03 11 17 25 33 41 - 47 57 67 

T 04 12 20 26 34 42 50 60 70 



R 


05 


13 


21 


27 


35 


43 


51 


61 


71 


U 


06 


14 


22 


30 


36 


44 


52 


62 


72 


N 


07 


15 


23 


31 


37 


45 


53 


63 


73 


B 


46 


50 


52 


54 


56 


60 


54 


64 


74 


V 


47 


51 


53 


55 


57 


61 


55 


65 


75 


K 


62 


64 


66 


70 


72 


74 


02 


04 


06 


G 


63 


65 


67 


71 


73 


75 


03 


05 


07 



A-37 



3. The pins to be^examladd are: 



Power of 


Two 


Card 


Pin 


32 




35B 


11 


16. 




35B 


24 


8 




35B 


33 


4 




36B 


11 


2 




36B 


24 


1 




36B 


33 



4. Connect a D.C. scope to pin 35B-11. Toggle input RS-4, pin S. 
A 5 millisecond low should be seen during multiplexer cycle 
three. Toggle input MC-1,U. The signal should remain high. 
Repeat for pins 35B-33 and 36B-24. 

5. Repeat step 4 for the other three pins. This time the signal 
should go low when MC-1, U is activated and remain high 

for activations of RS-4,S. 

6. Ground each of the following inputs in sequence. Observe a 
low being propagated during cycle one of the multiplexed 
output . 

23B-12 

-16 
22B-36 

-33 

-37 

-21 

7. Repeat step 7 for the following and observe a low during cycle 
two of the multiplexed output. 



22B-24 
-9 
-12 
-16 

21B-36 
-33 

Memory Storage . 

The following steps will test the storage feature of the memory. 
Refer to the schematic diagram, "Memory Load and Shift Control", 



A.-^iR 



1. Under normal conditions, the memory will store up 

to five inputs if they occur before the recorder has 
completed writing the data contained in the sixth, 
or output , stage. To demonstrate the storage and 
shifting capabilities, it is necessary to slow the 
system down to permit examination of the register. 
After each 18 bit word is recorded, 19B-10 is cycled 
from a normally high state to a 250 nanosecond wide 
low state, resetting 38B at pin 35. This produces a 
high at 39B-30. When the memory shift timing circuit 
is properly arranged, 39B-27 also goes high, 
resetting 37B-35 which causes a full shift cycle down 
the memory (assuming that data is present at memory 
register 5) . 

2. Prepare an extender board with pin 28 open. Connect 
the normally low output of a bounce-free switch to 
36A-28. Install card 36A on the extender board in 
slot 36A. 

3. Remove card IB. 

4. Carefully toggle, in sequence, inputs RS-4, S and MC-1, U, 
Repeat three times. The memory is now full. 

Each input must be hit exactly once. Terminate the 
12 volt probe with a 0.1 mfd capacitor bypassed with 
a 1 megohm resistor to insure only one hit is obtained. 

5. Read the memory output. Code 010101 should be found 
on Test Points 2,4,5,6,7 and 8 of card 33B. 

6. Cycle the bounce-free switch 3 times. The capstan 
wheel of the recorder may be observed to move 1/200 
inch with each cycle. 

7. Read the memory output. Code 101010 should now have 
shifted to the output. 

8. Continue to cycle the switch, and note the memory shift 
on every third cycle. 

9. After the sixth word has been written from the last 
memory stage, the entire memory will contain octal 
code 52. Further depressions of the bounce-free 
switch will have no effect. 



A-39 



10. Toggle input RS-1,N. 

11. Code 000111 should be available at the memory output. 



This complete the inspection and test procedure for the entire unit, 
Restore the system to normal operation. 



Circuit Description 



Introduction 

The operation of the electronics unit is dependent upon several timing 
circuits. The basic assumption (which has been shown to be true through 
extensive use) is that the probability of two inputs arriving at the same 
time is very low. 

The following information conisists of a brief discussion of the 
operation of each of the major sections of the unit. The card layout 
is shown in Table A-5. The schematic diagram is included on Figure A-10. 

Input Circuit 

Sixty identical input circuits connect from the inputs on Amphenol 
connectors at the back panel to the diode matrix. The basic circuit 
is shown in Figure A-8. 



+12v. 



MATRIX 




Figure A— 8. Simplified Input Schematic 



A-40 



Table A-5 
Card Slot Assignments for Electronics Package 



Socket 

. 1 
i. 
2 



Row A 

XRB3 

XRB3 



Row B 



MCG20 



Socket 



Row A 



3 


MLC4 


MUC2 


4. 


MOSIO 


MFF3 


5 






MUC2 


6 






MUC2 


7 


V 

MLC4 


MDG5 


8 


MOSIO 


MUC2 


9 






MUB3 


10 






MUB3 


11 


MLC4 . 




12 


MOSIO 


X4 


13 






X4 


14 






MLC4 


15 


ML( 


:4 






16 


MOSIO 






17 






MDG5 


18 






MOSIO 


19 


ML( 


:4 


MOSIO 


20 


MD( 


;2 


MD 


55 



21 


MDG2 


22 


MDG2 


23 


MOSIO 


24 






25 






26 






27 






28 






29 






30 






31 


MDG2 


32 


MDG2 


33 


XDLl 


34 


XDLl 


35 


MDG2 


36 


MWVl 


37 


MDG2 


38 


MDG2 


39 


MFF3 


40 


MMVl 



Row B 



MFFl 



Row C 



MFF2 



^fflG2 
MDG2 
MFF2 
-MFF2 
MDG4 
MFF3 



A-41 



operation . When a switch closes, 12 volts is applied to the R C network. 

The high initial charging current causes nearly 12 volts to appear at the 
input to the level converter across pull-down resistor R-i . The level 
converter output goes high for about one time constant, or 11 microseconds. 
The nand gate is then forced low. When any input to the matrix goes low, 
a flip-flop is set, raising a killer line common to all input. The high 
killer line and the high level converted output fire the one shot 
multivibrator which is adjusted to go low for about 30 milliseconds. This 
low output turns off the nand gate. The entire cycle requires about 
800 nanoseconds. 

When the switch has opened, C, discharged, and the one shot has cycled, 
the same input may be reactivated. Because of switch bounce, the one 
shot should not be adjusted for less than 20 milliseconds. To prevent 
data loss from tandem axles, the timing should not be greater than 
40 milliseconds. 

Memory Loading 

The timing diagram shown in Figure A-9 shows the sequence of events 
which cycle each stage of memory in turn to the output. This is a complex 
process and is only briefly outlined below. Refer to Figure A-10, pages 10 
and 12, for the following discussion. 

Operation (General) . The presence of nonzero switch code at the output 
of the diode matrix makes flip flop 40B-23 high. When 37A-7 transitions 
from high to low, 40B-18 goes high . 600 ns later, 37A-11 goes high, 
causing 1) 39B-29 to go low, resetting 37B-36 and 2) the recognized data 
signal to load into memory stage 1, setting 37B-13. The propagation delay 
through 38A-4 and 18B-30 allows a few nanoseconds to load the signal into 
memory before the killer line 18B-30 cuts off the input signal. If no 
other data is stored, the new code is shifted rapidly to the sixth stage 
and its presence is sensed by 39B-32 going low. This eventually causes 
flip-flop 23B-25 to set. 

Memory Readout . When the flip flop at 23B-25 is set, a command signal 
is applied to the recorder ( STEP WARNING ) . The recorder then transitions 
from a near power off condition to a ready state. This requires 0.5 
milliseconds. 

Multivibrator 36A is set to delay .5 milliseconds before pin 28 goes 
high giving a STEP comiaand to the recorder. Note that CL-1 is normally 
high, so as soon as data is loaded into the memory and the recorder powers 
up, the first six bit byte may be recorded. After a delay of 2 milliseconds, 
36A-28 drops, shifting CL-1 off and CL-2 on. Cl-2 enables the next six 
bits of data to be multiplexed to the recorder when 36A-28 goes high 
three milliseconds later. The cycle is repeated to write the third byte. 



A-42 



When CL-3 goes high, a count is entered into the record gap counter at 
39A-15. When CL-3 goes low, one shot 19B-10 cycles low for .5 micro- 
seconds, resetting 23B-25. 

The series of pulses from 39B-28 which search for more data are 
resumed . 



Tape Recorder 



Requirements for Maintenance 

The only maintenance required for the PI-1387 is periodic cleaning of 
the tape contacting surfaces. In the course of normal operation, oxide 
particles from the magnetic tape are deposited on magnetic heads and 
tape-guiding components. If these deposits are allowed to build up, 
proper tape contact is lost, and degraded performance results. 

Magnetic Head . Clean frequently and thoroughly with swab (Q-tip) and 
PI Header Cleaner or denatured alcohol. Do no t use isopropyl alcohol. 
Do not allow Head Cleaner to drip or spray on painted surfaces as it will 
mar the finish. Allow the swab to become thoroughly soaked with the 
cleaner. Hold the swab against the head for a moment to allow the cleaner 
time to loosen the contaminants, and scrub the head firmly with the swab. 
If any film remains, repeat the operation. 

Capstan and Pinch Roller . Clean the rubber pinch roller and metal 
capstan frequently with a clean, dry cloth. Wipe the contaminants from the 
rollers, rotating each separately to ensure the entire surface has been 
cleaned. 

Tape Path and Guides . Clean guides and tape contacting surfaces frequently 
with a clean, dry cloth. Tape oxide will be deposited on these surfaces; 
it is important that they be kept clean. If wiping with a clean cloth does 
not remove oxide film, use the method described for cleaning the magnetic 
head. 

Specifications 

The recorder is a write only, 1/2" magnetic tape incremental, 0-200 steps 
per second, 200 characters per inch, 7 track. Coding is NRZI binary, with 
internal switch selectable odd/even vertical parity - even longitudinal parity. 
It accepts 7" diameter IBM hub reels of 600 foot 1.5 mil tape. It requires 
40 watts peak when stepping, less than 1 watt during standby. The supply is 
12 volts d.c. + 15%. 



A-43 




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A-56 



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Figure A 10. (Page 17) Wiring Diagram for Light-emitting Diode Display. 
(Typical Wiring for One of Eight Cards) 



A-61 



Traffic Evaluator Software 



Introduction 

The purpose of the Traffic Evaluator Software Is to process the data 
recorded by the Traffic Evaluator hardware (hereafter referred to as raw 
data) in a manner that will construct vehicle trajectories and events 
into summaries of traffic characteristics and violations occurring at 
the test site. All software was programmed in FORTRAN for the CDC 6700. 

The total software package necessary to perform this processing consists 
of three programs. The sequence of processing steps is illustrated in 
Figure A-11. The first program, designated EDIT, is a preprocessing program 
that reads the raw data tape and generates a new data tape with times and 
devices codes of the raw data tape reformatted to facilitate subsequent 
processing . 

The data output of EDIT is written on an intermediate tape, which is then 
read by the processing and analysis program, ANALYSIS. This program reads 
the tape generated by the EDIT and translates detector activations into 
vehicle positions and speeds, which in turn are used to connect these 
actuations into vehicle trajectories. In addition, this program matches 
manual coding inputs with the corresponding vehicle trajectories, thus 
allowing subsequent stratifications of local and foreign vehicles. 

The vehicle trajectory data output of ANALYSIS is written on a tape 
which is then read by the post analysis program. This program translates 
vehicle trajectories into traffic characteristics and violations summaries 
such as speed and headway distribution, hazardous maneuvers, headway violations, 
and speed violations. These summaries are also stratified by local, 
foreign, exiting and through vehicles. 

Edit Program 

The program operation begins by reading and writing four data cards that 
are used as descriptive headings of the test site/conditions. The 
headings are also written on the intermediate output tape for subsequent 
use as headings on the processed output data. The program then reads 
control parameters that determine the program operation. These parameters 
determine the starting and ending file/record positions of the input data 
that is to be processed. 

After the control parameters have been read, the raw data tape is read 
one record at a time. The data have been recorded on this tape in the form 
of three character words (a character contains six bits) with the first 
two characters containing the time of detector actuation and the third 



A-62 




ANALYSIS 




POST ANALYSIS 



I 



800 ft. 200 BPI 

Tape containing raw data 



Preprocessing and data 
formatting 



Intermediate tape containing 
reformatted data 



Processing of data to reconstruct 
vehicle trajectories and events 



Tape containing vehicle 
traj ectories/dynamics 



Print test results 



Figure A-11 
Job F 1 ow 



A-63 



character containing the number of the detector that has been actuated, 
hereafter called the, device code. Device codes are numbered through 63, 
and times indicate the number of 1/2 millisecond time increments that have 
transpired since the last time the clock counter recycled. Device code 1 
is actuated to signify the occurrence of a clock recycle. 

The processing of an input record begins by scanning the input record 
to locate the first clock recycle and then back- tracks to the first data 
word in the record. This step, known as synchronization, is necessary to 
determine the location in the record of the first data word so that 
subsequent identification of three character groups can be performed. 
Following the synchronization of the data record, the program alternately 
processes times and device codes using the function subroutine MTGET to 
extract one character at a time from the input data and shift it to the 
lower six bit positions of the computer word. Two character pairs are 
then combined to obtain an actuation time which is then divided by two 
to obtain the actuation time in milliseconds. A code is obtained after 
each actuation time and reduced by one for compatibility with the processing 
program which determines clock recycle by testing for device code of zero. 

Occasionally, the portable recorder will omit data or place extraneous 
data on the raw data tape. When this occurs, EDIT processing will become 
unsynchronized. That is device codes may be interpreted as actuation times 
and vice versa. To prevent this from occurring, EDIT continuously tests 
actuation times to insure that they are in monotonic increasing order 
between any two clock resets. If this test is not satisfied, the program 
checks for the following conditions: 

1. Erroneous data, when eliminated from the 
input stream yields an increasing sequence 

of actuation times. (Corrected by eliminating 
the erroneous time actuation.) 

2. Possible loss of clock reset (corrected by 
inserting a clock reset) . 

3. Possible loss of either 6 or 12 bits of input 
data (corrected by shifting the input data 
stream, appropriately) . 

If none of these above conditions are detected, resynchronization is 
performed. That is, the program scans for the next clock reset, and the 
processing of the input continues. 

When the processing of each three character data word has been completed, 
it is tested to determine if end of data for that record has been reached. 
If it has, the data is written on the output tape and the next record is 
read. If this is not the case, the data is stored in a buffer area and 
scanning and processing of data words continues. 



A-64 



Processing is terminated when the specified number of files/records 
have been processed and there are no more data sets to be processed. 

Time Estimates . Data collected as described in the main text required 
about 35 C.P.U. seconds per actual hour of data to edit. This figure 
is only approximate since it is dependent on the volume of traffic, 
number of switches, etc. 



A-65 



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f EDIT J 







NO 



READ/TOITE NEXT 
TEST HEADING 



READ CONTROL PARAMETER 



302 




END OF ^V YES 

PROCESSING?^ 



-*/ STOP J 



READ NEXT RECORD 
FROM DATA TAPE 




YES 



SCAN INPUT RECORD FOR 
FIRST TltlE AND 
DEVICE CODE DATA 







8020 




EDIT Program (1 of 5) 



A-69 



460 



EXTRACT NEXT 
TIME AJro DEVICE CODE 




YES 



SAVE LOCATION 
OFT^ 



FLAGC=FLAGD=0 



READ NEXT 10 TIMES 




YES 



6 




110 



YES 



WRITE DATA 
ONTO OUTPUT 
TAPE 



FLAGA=0 
FLAGB=0 







EDIT Program (2 of 5) 



A-70 



45 



OMIT T„ AND FORM 

N 

THE SEQUENCE 
Tn-5 to T.:+^ 



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YES 



FLAGC=1 



o 



YES 




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ELIMINATE 








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NO 




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A-71 



IRR=1 



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55 


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YES 




OMIT T , 
N+1 

FROM DATA 



57 



OMIT T^^^ 

INSERT CLOCK RESET 
AFTER T, 







EDIT Program (4 of 5) 



A-72 







65 



FLAGA=FLAGA+1 



60 



SHIFT T., BITS 




NO 



SCAN DATA RECORD 

FOR NEXT CLOCK 

RESET 



T (+6) 

6 MORE BITS 



YES 



SET T = T 

N+1 N 



70 




NO 



FLAGB=FLAGB+1 




I^^^ 



NO 



READ NEXT 10 
TIMES 




79 



YES 



BACK IN SYNC. 
"TYPE 3 RECOVERY' 







<!) 



EDIT Program (5 of 5) 



A-73 



ANALYSIS Program 

The tape generated by EDIT is read and processed by ANALYSIS. This 
program consists of 25 subroutines which: 

a. Translate detector actuations into vehicle 
positions and velocities. 

b. Connect vehicle positions into vehicle 
trajectories. 

Main Program. The main program controls the overall flow of system 
processing. This program fLrst calls BSRD to read the parameters that 
describe the test conditions and control the processing being performed. 
Subroutine CONVRT is next called to convert the parameters to the correct 
units for subsequent processing and to initialize all variables. 

This program then calls RDATA when additional data is required, maintains 
the updated value of current time, and calls PROCESS to initiate conversion of 
test data to parameters of vehicle motion. When the current value of time 
equals the length of an analysis period, SUMARY is called to print the results 
of the analysis. When there are no more test data or no more analysis periods 
are to be processed, the program terminates execution. 

Subroutine ERROR . This subroutine prints error messages as they are generated 
by the program. The following messages are printed for the value of the 
parameter I: 

I Message 



1 Negative Device Code 

2 Unrecognizable Device Code 

on Input Data 

3 Analysis Terminated by End of 
Data Prior to End of Analysis 

Period 

The subroutine returns to the calling program after printing the appropriate 
error message. 

Subroutine BSRD . This subroutine reads the parameters and control 
variables that describe the test site conditions. The sequence and format of 
the data being read is shown in Table A-8, and the variable definitions 
are given in Table A-9. 

Subroutine CONVRT . This subroutine converts all test parameters so that 
they will be consistent with the data being processed. In particular, all 
speeds read by BSRD are in units of miles per hour, and are converted to 



A-74 



^"•ef 



ft/ms. In addition all time parameters are converted to msec. 

CONVRT also computes the number of analysis periods on the basis of the 
analysis interval, and the times at which the data collection was initiated 
and terminated. 

Subroutine RDATA . This subroutine reads the test data prepared by Program 
EDIT. The first time it is called, RDATA reads and writes the test headings 
from the tape and returns to the main program. On subsequent calls, RDATA 
reads test data and returns activation times and device codes to the main 
program. 

Each time a new data record is read, RDATA tests for an end of data 
indicator. If this is the case, control is immediately returned to the 
main program. 

Subroutine PROCES . The processing of vehicles is initiated by a call to 
subroutine PROCES. This subroutine first determines whether the activation 
is an event code or belongs to a trap. In the case of an event code, the 
activation is saved for subsequent processing and control returned to the 
main program. 

Before processing the current activation, the program checks each trap 
for old entry activations. If any exist and the axle in front of this old 
activation is within the distance SPLIM, the exit actuation is falsified using 
the speed of this axle, and the exit time processed via a call to EXYT . 

PROCES then identifies the lane and trap of the detector that has been 
activated. A determination is then made whether the detector actuated is 
an entry or exit detector and on this basis call either ENTRE or EXYT, 
respectively. 

Finally, subroutine AXDISC is invoked for each trap to flush old axle 
groups from the tables. Control is then returned to the main program. 

Subroutine ENTRE . Subroutine ENTRE generates axle entry flags associated 
with each entry detector in the grid. However, because of faulty detectors 
or recording hardware, two consecutive entry activations may occur without 
an intermediate exit activation at any particular trap. 

If the previous axle at the same trap is within SPLIM ft., the exit 
activation is falsified using the speed of this axle. 

If this condition is not met and the trap is the first one in the grid, 
the exit activation is falsified using a 9.2 ft. wheelbase for the vehicle. 



A-75 



Otherwise, the subroutine checks back up to 2 traps (via calls to 
VEHCHK) for a matching vehicle that could have caused these successive 
entry activations. If such a vehicle is located, its wheelbase is used 
to falsify the exit activation. 

In each of the above cases, the falsified exit activation is processed 
via a call to EXYT . Finally, an axle entry flag is set for the current 
entry activation. 

Subroutine EXYT . Subroutine EXYT is called upon activation or falsi- 
fication of an exit detector. The primary purpose of this subroutine is 
to add axles (via a call to UPDATE) to the axle position and velocity 
tables as exits are found corresponding to previous axle entry activations. 
Control is then passed to the axle discrimination subroutine AXDISC 
which begins the process of relating groups of axles to specific vehicles. 

However, because of faulty detectors or recording hardware two consec- 
utive exit activations may occur without either entry activation occurring. 
If the second exit activation is within SPLIM feet of the axle in front of 
it, the speed of this axle is used to falsify the entry switch. 

If this condition is not met and the trap is the first one in the grid, 
the entry activation is falsified using a 9.2 ft. wheelbase for the vehicle. 

Otherwise, EXYT checks back up to 2 traps (via calls to VEHCHK) for 
a matching vehicle that could have caused these successive exit activations. 
If such a vehicle is found, its wheelbase is used to falsify the entry 
activation. 

Subroutine UPDATE . This subroutine adds axles to the axle position and speed 
tables. In order to circumvent faulty activations, axles less than two feet 
apart are not entered in the tables. 

Subroutine AXDISC . This subroutine begins the process of relating groups 
of axles to specific vehicles. Subroutine AXDISC accumulates axles into 
groups if: 

a) they are within SPLIM feet of each other 

b) their speeds are within the speed tolerance SPDTOL 

If both of these conditions are met, the newest axle is flagged to indicate 
that it belongs to this group. If these conditions are not met and only 
one of the axles was formed via falsified activations, its time activations 
are re-computed (via a call to AXCHG) based on the speed of the non-falsified 
axle. If conditions a) and b) are now met, the newest axle is flagged, and 
control is returned to the calling program. 



A-76 



When a group of axles is more than SPLIM feet from the trap, sub- 
routine VEHID is called to process this group. 

Subroutine AXCHG . This subroutine is called by AXDISC to check if one 
of two successive axles was formed by falsified detector activations. If 
this test is met, the time activations of the falsified axle are re-computed 
using the speed of the other axle. 

Subroutine VEHID . This subroutine is called by AXDISC to determine whether 
the group of axles that has been accumulated represents a truck, platoon, 
or single automobile, VEhlD determines whether the activations have been 
caused by a truck by determining whetlier any 2 successive axles are less 
than 6 feet apart, or whether an odd axle count exists in the current 
axle group. If this is not the case, a platoon is assumed of length 
equal to one-half the number of axles counted . 

VEHID then computes the: 

a) mean axle speed 

b) following time and space gap between the 
current vehicle and the preceeding vehicle 

c) speed difference between the current and 
preceeding vehicle. 

The speed and headway distributions are then updated, via calls to SUTtllP. 
The above computed following distance is then inserted into the vehicle tables 
as the tailway for tlie preceding vehicle. If all tailways have been inserted 
for this vehicle, subroutine TAPOUT is invoked to output this vehicle data to 
tape. 

VEHID then examines any outstanding coder hits that are associated with 
the current vehicle. Control is then passed to GRID for spatial hook-up 
and generation of the entire vehicle trajectory. 

Subroutine SUMUP. This subroutine is called by VEHID to update the 
speed and headway distributions. 

Subroutine GRID . The main purpose of this routine is to spatially relate 
detector actuations into vehicle trajectories over the entire grid. GRID 
is called by VEHID everytime a group of axles forms a vehicle. If the vehicle 
has entered the first trap in a lane, the vehicle is assigned a unique 
ID number and the vehicle data is stored in the vehicle tables. 

If this is not the first trap, GRID checks back up to 2 traps (via calls to 
VEHCHK) for a matching vehicle that could have caused these current activations 
In addition to checking the vehicle dynamics, the program also checks the 



number of axles and the wheelbase for consistency from trap to trap. If 
any one of these conditions is not met, GRID checks for a possible straddle 
(via a call to STDCHK) . If a straddle is not found, the vehicle is assigned 
a unique ID number, the vehicle data is stored in the vehicle tables and 
subroutine RECORD is invoked to also store this data in the output tables. 

If all conditions are met, the vehicle is entered into the tables at the 
current trap and recorded at the previous trap. 

Subroutine UPVEH . This subroutine updates the vehicle tables to allow for 
insertion of the next vehicle. 

Subroutine LANCHK. This subroutine searches for unmatched vehicles at a 
given trap. The sequence of lanes that are searched depends upon the upstream 
lane as follows: 

Upstream Lane # Sequence of Lanes Searched 

1 2 3 4 

2 13 4 

3 2 4 1 

4 3 2 1 



Subroutine VEHCHK . This subroutine determines whether two vehicles at 
different traps are actually the same vehicle. Let S.and S. be the vehicle's 

speeds at traps i and j and D be the distance between the two traps. 

Let At be the time elapsed between the activations at traps i and j , and 
let V = D/At be the average speed of the vehicle. 

Let XMAX = max (Sj_, Sj) and XMIN = min (S.^ , S j ) . 

If XMAX-XMIN<SLIM(1), then recompute XMAX = max (S^, S. ) + STOL(l) and 
XMIN = min (S . , S.) - STOL(l) . 

If SLIM(1)<XMAX-XMIN< SHM(2),then recompute XMAX= max (S.,S.) + STOL (2) 

and XMIN = min(S., S ) - ST0L(2) . Now in order for the two actuations to match 

1 J 
up, the following test must be satisfied: 

XMIN < V < XMAX 



A-78 



If not, the routine checks to see if the upstream trap is the first one 
in the grid and the- vehicle' s axle spacing is 9.2 ft. If so, the speed 
of the vehicle at the upstream trap is changed using the wheelbase at the 
downstream detector and the above test tried again. 

Subroutine REMOVE . This routine searches the vehicle tables for vehicles 
that have not been matched up and have exceeded the allowable holding time. 
These old vehicles are then eliminated from the tables if all tailways have 
been inserted. 

Subroutine STDCHK . This routine searches the vehicle tables for vehicles 
that have straddled. 

Subroutine RECORD . This routine enters the vehicle data into the output 
tables. 

Subroutine SUMARY . This subroutine is called at the end of each analysis 
period to print the results. This printout includes a summary of vehicles 
tracked through the grid, a summary of lane changes, straddles and event coder 
hit?, and the first four moments of absolute speeds, relative speeds, time 
headway gaps and space headway gaps at each trap in the grid. 

Subroutine MOMENT . This routine computes the mean, standard deviation, 
skex^mess and kurtosis of a set of data. 

Subroutine GET . Given a vehicle ID number, this routine determines whether 
that vehicle has been recorded in the output tables at a given trap. 

Subroutine TAPOUT . Given a vehicle ID number, this sul^routine writes the 
vehicle data on the output tape. 

Subroutine TYPE. Given the distance between the front two axles and the 
number of axles, the routines classifies the vehicle as one of the following: 



Type Classification 

Automobile with wheslbase less than 8.5 feet 

1 Automobile with wheelbase between 8.5 and 

12 feet 

2 2 Ax]e-truck (wheelbase between 12 and 15 

feet) 

3 3 Axle-truck (wheelbase between 12 and 

15 feet) 



A-79 



Type Classification 

4 2 or 3 axle-bus (wheelbase 

greater than 15 feet) 

5 Multi-axle truck (more than 

3 axles) 



Subroutine MEMSET. This subroutine initializes an entire array to a given 



constant. 

Time Estimates . The computer time required to reconstruct vehicle 
trajectories is dependent on the traffic volume, number of lanes, number of 
switches, etc. An approximation of 110 C.P.U. seconds per hour of data collected 
may be used for conditions as described in the main text. 

Post-Analysis Program 

The listing of the program used for this project is included at the end of 
this appendix. It is not documented since the approach used will vary depending 
on the nature of the study at hand. The listing is provided here as an aid 
to experienced programmers in developing software appropriate to future studies 

using the Traffic Evaluator System. 



A- 80 



Table A-8 
Input Data Formats 



Data Name 

IHST 

INTRVL 
START 
STP 

NLANE 
NDEV 

NEVCNT 

IDEVCD 

DSPEED 

NPOS 

LPOS 
PPOS 

EDEV 



RLIM 

SPDTOL 

PLTTIM 

VLIM 

ALIM 

SPLIM 
AXTOL 
STDTOL 
SLIM 

STOL 

SMIN 

DSPAIR 

NPSTRT 
NPSTP 



Dimension 



(24,6) 

6 

1 
I 

(8,6) 



Units 



hrs. & minutes 



mph 



- 


mph 


— 


sec 


- 


sec 


- 


ft/ 


1 


ft 


1 


ft 


1 


ms 


2 


mph 


2 


mph 


I 


mph 



ft 



Format 



II 



All 

411 } 3(411, IX) 

411 



Number of 
Cards 

1 

1 



12 1 
12 / 



212 



12 








1 


24(12, IX) 




1 for each lane 


6F10.2 




1 


12 

11 ] 212 


1312 


1 


8 (12, IX) 




1 for each coder 
position 


E15.8 








E15.8 






1 


E15.8 


> 5E15 


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E15.8 








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8 


1 


2E15.8 - 






2E15.8 
E15.8 


] 


3E15 


8 


1 



8F10.0 



12 
12 



} 



212 



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Q 



r^DIAGSS J 



CALL BSRD 



CALL RDATA 
FOR HEADINGS 



READ ANALYSIS 

PERIODS TO BE 

ANALYZED 



I 



CALL 
CONVRT 



> 



LTM=0.0 

PR=1 

ISW=1 




MAIN PROGRAM DIAGSS (1 of 4) 
A-89 




MAIN PROGRAiM DIAGSS (2 of 4) 



A-90 




PR=PR+1 
ISW=1 




MAIN PROGRA^I DIAGSS (3 of A) 



A-91 







CALL ERROR (3) 



I 



CALL AXDISC(l) 
FOR ALL TRAPS 



I 



CALL TAPOUT 

FOR ALL VEHICLES, 
IN TABLES 



CALL SUMARY 



G> 



END FILE ON 
OUTPUT TAPE 



& 



MAIN PROGR^ DIAGSS (4 of 4) 



A-92 






PRINT: 

Analysis Terminated 
By End Of Data 
Prior To End of 
Analysis Period 



< 




= 1 



1 



PRINT: 

"Unrecognizable Hevice 
Code On Input Data" 



r RETURN J 




SUBROUTINE ERROR 



A-93 






YES 


^r 




\^HST = 9 ^y^ 


:• 


^\ 


STOP 


\ 


NO 

r 








READ AND PRINT 
INPUT DATA 




1 

{ RETL 


fRN ) 





SUBROUTINE BSRD 



A-94 



CONVRT 



Convert input parameters from miles,] 
hours and seconds to feet and 
milliseconds 



k 



Compute number of analysis 
periods and start and 
stop times 



I 



Initialize all vehicle and 
axle tables 



i 



( RETURN J 



SUBROUTINE CONVRT 
A- 95 



r RDATA ^ 




YES 



NO 



READ INPUT TAPE 
LABEL AND PRINT IT 



READ NEXT TIME AND 
DEVICE CODE FROM 
INPUT TAPE 




SET END OF 
DATA FLAG 



RETURN 



NO 



SUBROUTINE RDATA 
A-96 







en 



2 







r" 


. y* 


{ RETURN 


STORE TI>tE 
OF CODER 
HIT 




4 ^ 







) 



SUBROUTINE PROCES Cl of 2) 



A-97 



65 



1 



DETERMINE 
LANE & PAIR 




CALL AXDISC(l) 

TO REMOVE OLD 

AXLES FROM THE 

TABLES 



RETURN 



SUBROUTINF, PROCES (2 of 2) 



A-98 




ISW - 

JJ -= PAIR-1 



NO 







90 




SAVE 

ENTRY 
TIME 



YES 



FALSIFY 
EXIT 

TIME 




YES 



XD 



YES 



FALSIFY EXIT 
TIME ASSUMING 
A 9.2 FT 
WHEELBASE 



"K^ RETURN ) 



40 



/ 



CALL 
'JST^ EXYT 



% 



© 



XD 



SUBROUTINE ENTRE (1 of 3) 



A-99 



15 

COMPUTE DISTANCE 
BETWEEN TRAPS 




/ CALL LANCHK 
\FOR NEXT LA:JE AT 
TRAP JJ 



YES 





SUBROUTINE ENTRE (2 of 3) 



A-lOO 






30 



35 



NN - NO. VEHICLES IN 
LANE LL AT TRAP JJ 



4- 



FALSIFY EXIT TIM BASED 
UPON VEHICLE N^I AT 
TRAP JJ IN LANE LL 




■0 



SUBROUTINE ENTRE (3 of 3)' 



A-101 




J J - PAIR-1 
ISW » 




YES 



RETURN 







G> 




75 



RESET 

EXIT 

FLAG 



RESET EXIT 
FLAG 



RESTORE 
ENTRY 
TIME 



O 



(b 



SUBROUTINE EXYT (1 of 4) 



A-102 



LL-LANE 



24 




COMPUTE DISTANCE 
BETWEEN TRAPS 



LST-KKK-1 



25 ^ 

/ CALL LANCHK 
\FOR NEXT LANE AT 
\ TR AP J J J 




Q> 




'-^ 



FALSIFY EXIT 

SPEED USING 

SPEED OF AFTER 
AXLE 



34 



r 



FALSIFY ENTRY THE 

BASED ON FALSIFIED 

SPEED 



CALL UPDATE 
CALL AXDISC(O) 




IJ? 



35 



FALSIFY EXIT 

TIME FOR )?2 

AXLE 







FALSIFY EXIT 
SPEED USING 

9.2 FT 

WHEELBASE 



•Q) 



SUBROUTINE EXYT (2 of 4) 



A-103 




SUBROUTINE EXYT (3 of 4) 



A-104 



30 



9 



€> 



NN-NO. VEHICLE IN 
LA-ST LL AT TR-^lP JJ 



J\ 


IJ-1 


FALSIFY SPEED 
USING SPEED OF 


1 


IJ-2 

r 




VEHICLE NN AT 
TRAP JJ IN LANE LL 


1 










FALSIFY SPEED USING 
SPEED OF OTHER 
AXLE 














48 , 


' 






SUBROUTINE EXYT (A of 4) 



A-105 



( UPDATE ) 



COMPUTE AXLE 
SPEED 




10 




f 




UPDATE AXLE TABLES 




25 , 


r 






ENTER NEW AXLE 
INTO TABLES 






^ 


f 




( RETU 


RN J 



SUBROUTINE UPDATE 
A-106 







c 



c 



AXDISC(IJ) 



') 




YES 



"^(return) 



YES 



-0 



SET JJ=1 
COMPUTE DISTANCE 
TO PRECEDING AXLE 








NO 




FLAG AXLE 
AHEAD 



RETURN 




JJ=2 



I 



CALL AXCHG 

TO CHAIs'GE ANY 

PALSIFIED TIMES 



SUBROUTINE AXDISC (1 of 2) 



RETURN 



3 




RETURN 



3 



A-107 




SUBROUTINE AXDISC (2 of 2) 



A-108 




RECOMPUTE ENTRY 
SWITCH TIME BASED 
ON SPEED OF 
2ND AXLE 



SET THE SPEEDS 

OF BOTH AXLE THE 

SAME 



( RETURN J 



NO 



»( RETURN J 



SUBROUTINE AXCHG 



A- 109 





r VEHID ^ 




^r 


LOOKS FOR 1ST 
UNFLAGCED AXLE TO 
DETERMINE if AXLES 




30 ,r 






ITYPE - 1 
PLTOON - 1 






ITYPE - 2 



<D 



SUBROUTINE VEHID (1 of 5) 



A-110 




COMPUTE AVERAGE SPEED 
OF. VEHICLE 




YES 



COIIPUTE DISTAMCE 
BETWEEN 1ST TWO 
AXLES 



/call suiiupX 

/for ABSOLUTE \ 
\ SPEED / 



(5 



V^ RETURN ^ 



SUBROUTINE VEHID (2 of 5) 



A-111 



i 



CO'-tPUTE TIME A>m SPACE 
GAP BEr.TEEN VEHICLE 
AHEAD AND CURRENT 
VEHICLE 




SUBROUTINE VEHID (3 of 5) 



A-112 




STORE ANY CODER HITS 

ASSOCIATED 'aITH 
CURRENT TR.\P 



SUBROUTINE VEHID (4 of 5) 
A-113 




SUBROUTINE VEHID (5 of 5) 



A-114 



( smiup J 


V 


SUMl = SUMl + A 
SUM2 = SUM2 + a2 
SUM3 = SUM3 + A? 
SUM4 = SUM4 + A^ 


^ 


f 


( RETURN j 



SUBROUTINE SUMUP 
A-115 




CALL REMOVE 
TO REMOVE OLD 
VEHICLES FROM 
CURRENT TRAP 



15 



3. 



CALL yPVEH 



ENTER VEHICLES 
INTO TABLES 



Z 



SUBROUTINE GRID (1 of 7) 
A-116 




SUBROUTINE GRID ( 2 of 7) 



A-117 



(t> 



©- 







25 



JJ-PAIR-1 



30 k 

COMPUTE dista::ce 

BETWEEN TRAPS 




NO 



€> 



38 



YES 



CALL LANCHK FOR^ 
VEHICLES IN 
.ANOTHER LANE 




YES 



<D 



Q 



YES T 



A3 



CALL STDCHK 

TO CHECK FOR 
A STRADDLE 



ISW=1 

JJ=JJ-1 

LST=1 



6 




Hb 



SUBROUTINE GRID (3 of 7) 



A-118 



© 



60 



i 



LL=LANE 




I 



CALL REMOVE TO REMOVE 

OLD VEHICLES FROM LANE 
LL. TRAP JJ 



JiL 



NN= // VEHICLES AT 
LANE LL, TRAP J J 




CALL VEHICLE 

FOR VEHICLE NN A 

^ANE LL_^TRAP JJ 





SUBROUTINE GRID (4 of 7) 



A-119 




CALL GET 
TO DETERIME IF 
PREVIOUS VEHICLE HAS 
ALREADY BEEN USED 




CALL GET 

''TO DETERMINE IF VEHICLeX 

HOOKED UP AT PREVIOUS/ 

TRAP / 




SUBROUTINE' GRID (5 of 7) 



A-120 



11^ \^ 

y^ LANE ^\^ 


s^ YES 




INCRDENT 


\^^ y 


^ 


I? 


LANE CHANGE 
TABLES 




NO 






10 V 











CALL UPVEH 



ENTER VEHICLE I^^^0 

TABLES AT CURRENT 

TRAP 



CIL\NGE SPEEDS OF 
VEHICLE AT TRAP 1 
USING NEW AXLE 
SPACING 





YES 



<?) 



NO 



■*G 



SUBROUTINE GRID (6 of 7) 



A-121 



o 



81 

CALL RECORD 
TO RECORD VEHICLE 
AT TRAP JJ 



82 



CALL RECORD 

TO RECORD VEHICLE 

AT CURRENT TRAP 



I 



SET VEHICLE SPEED=5 FT/MS, 



CALL REMOVE 
FOR ALL TRAPS 



I 



( RETURN J 



SUBROUTINE GRID (7 of 7) 



A-122 



f UPVEH J 



UPDATE VEHICLE TABLES 
BY ONE 



INCREMENT VEHICLE 
COUNT IN TABLES 



( RETURN J 



SUBROUTINE UPVEH 



A-123 




LST=2 
INITIALIZE LANE SEARCHING TABLE 



CALL REMOVE 
TO REMOVE OLD 
VEHICLES FROM 
NEXT LANE 




SUBROUTINE LANCHK 



A- 124 




COMPILE AVE3AGE 
VELOCITY (VEL) 



determim: >l\x. & min. 

ALLOCABLE Li::iTS ON 
AVG 



SUBROUTINE VEHCHK (1 of 2) 



A-125 




SUBROUTINE VEHCHK (2 of 2) 



A-126 




SUBROUTINE REMOVE (1 of 2) 



A-127 



(D 



CALL TAPOUT 



CALL STDCHK 




SUBROUTINE REMOVE (2 of 2) 



A-128 




INCREMENT 
STRADDLE 
TABLE ' 



RETURN 



SUBROUTINE STDCHK 
A-129 




JL. 



YES 



RECORD NEW CODER 
HITS, IF ANY 



RECORD ^ AXLES IF MORE 
THAN PREVIOUSLY 
RECORDED 



I 



NO 



SELECT SLOT 

FOR NEW 
VEHICLE 



RECORD // AXLES, PLATOONi? 
AND CODER BUTTONS 



CALL TYPE 



RECORD: 

LANE //, AXLE TIMES & SPEED 

WHEELBASE, HEADWAYS AND TAILWAY 



7^ 

( RETURN J 



SUBROUTINE RECORD 



A-130 



YES 



( SU!IARY ) 



I 



COMPUTE ANALYSIS PERIOD 

Ti:s: LIMITS 




PRINT VEHICLE 
SUMMARY COUNTS 



I 



PRINT LANE 
CHANGING TABLE 



PRINT STRADDLE TABLES 



I 



CALL >:OMENT 
FOR ALL 
DISTRIBUTIONS 



4_ 



PRINT DISTRIBUTIONS 



RE-INITIALIZE CO:-CION VARIABLES 



f RETURN J 



SUBROUTINE SUMARY 



A-131 



( MOMENT J 



X = 



- E x/n 

= (S(j,^-x)2/^)l/2 



Y 
k 



1 



3,^3 



= I (X.-x) Va 



( RETURN J 



SUBROUTINE MOMENT 



A-132 




SUBRROUTINE GET 



A-133 




WRITE VEHICLE DATA ON 
TAPE FOR EACH TRAP 




\ 


\ 






RE-INITIALIZE 
VEHICLE TABLES 






\ 


> 






r RETURN J 





SUBROUTINE TAPOUT 



A-134 




SUBROUTINE TYPE 
A-135 



PROGRAM LISTINGS - EDIT 



A-136 



PROGRAM VILATN 

PROGRAM ViLATN (INPUT. OUTPUT I TAPE5» INPUT I TAPE6»0UTPUT I 
STAPEU20.TAPE2) 
C 

C THIS PROGRAM PREPROCtSSES INPUT DATA FROM TAPEl* AND WRITES 
5 C THE EoiTEn OUTPUT DATA ON TAPE2. INPUT DATA ON TAPEl 

C HAS ALREADY BEEN COPIED FRO^' FIELD TAPES USING AN SOS 930 
C 

DIMENSION I (1400) ♦IT«(*200) »IDVC(4200) .OUT (201) 
DIMENSION INFO (32) 
10 REAL ITM 

INTEGER FlaGA,FLA6B.SKWD1.SKARI.SKWD2,SKAR2.SKWD.SLKAR 
IKTPGER FlaGC.FLAGD 
INTEGER SVKWD(4200) .SVLKAR(«200) 
DIMENSION TM(IO) 
15 CCMM0n/HLK1/KAR1.KAR<!»LKAR,KWDI»KWD2»KWD»ITTM,IDVCiSKAR1»SKAR2. 

■S SLK AH. SK Wn 1 .SKWD2.sk »(U. I 
CCMvOn/HLk?/ tcon 
C0MMUN/eLK3/J 
REAi ITTM(4205) 
20 EQUlVALENfE ( ITTM (6) » ITM ) 

iNTpGER HITS(64) 
DATA HH.Ih/100,.100/ 
CALL FTNBlNd.O.DUMHY) 
00 6 11=1.5 
25 6 ITTM(II)=n.O 

KKKs3 

TC0N=,5 
TLIM=4032,0«TCON 

C 

30 C READ AND WRITE PARAMETERS OF TEST 

C 

ICF = 1 

iCRsO 

1FLCT=0 
35 1 READ<5.500) INFO 

500 FORMAT(8AlO) 

IF (IFlcT.FQ.O) go to 3 
WRITE(6.9e;67) 

9567 F0R'^AT(«1SWITCH»»5X.«HITS«»//) 
40 DO 2 J = l.«.4 

LsJ-1 

WRIT£(6.9568) L»HITS(J) 

9568 F0R^'AT(I5,I9) 
2 CCNTINUE 

♦5-. 3 DC 4 J=l»64 

4 HITS(J)=0 
TSAVE=-l,o 
WRITE{6.700) INFO 
700 FORMATdHi . (1X«B(A10) ) ) ^ 
50 READ(5.S0l) ISF* ISR. lEF. lER. IPO. IWF. IPO 

501 FCHmAT(7I3) 
WfiITE(6.BnqO> 

8090 FORN-AT (lHn.«SF SR EF £R Pd WF P0«) 

WRITE{6.5ol) ISF.ISR.XEF»IER»IPD»IWF.IP0 
55 lF(ISF,E(3,o) GO TO ijj 

IPROCaO 

IFdWF.EQ.O) GO TO 302 

DO 703 I1.1.201 

OlT(Il)«lH 



A-137 



60 7o3 CONTINUE 

WR1TE(2) INFO 
302 CONTINUE 
C 

C READ TEST DATa FROM S56 BPI COPY OF FIELD TAPE 
65 C 

DC 10 K»l,999 

ISWsO 

IF(TSavE,lT.O.O) ISw»1 

NZCrO 
70 JW 3 1 

KwD = 

BLFFEriN(],1) (I(l)fl(1400)) 

JU = UNIT(I) 

Lo LEngTH(I) 
75 DO pOO I9=l»4200 

lTM(Iq)=0, 

IDVC(I9)=0 
8oO CONTINUE 

IF (jU.EQ.n) GO TO 8020 
80 iFdCF.LT.ISF) 60 TO 8005 

iCRsICR*! 

IF (ICR.LT.ISR) GO TO 8005 
IPR0C=1 

iFdPO.EQ.O) GO TO 84 
85 C 

C PRINT FIRST TEN WORDS OF INPUT RECORD IN OCTAL 
C 

WfiiTE(6»600) JUiL 

. 600 FORMATdHn, -RECORD STATUS . •,I2,«,N0. OF 10 CHAR. WORDS READ • • 

"0 ^ 9 I 4 ) 

L32alO 

IF(IP0.EQ.2) L32SL 
5 WRlTE(6»6n3) (I(J) ♦J»1»L32) 
6o3 FCRMAT{5(2X»020) ) 



95 c 



C IF FIRST RECORD SCAN INPUT -DATA TO SYNCHRONIZE ON 

C FIRST TIMf mark 

C 

LLaO 
100 84 Jf^lsKWD+l 

DO 200 IIbJMIiL 
DO ?00 JJrlilO 
KKi=MtgET{I(II) ,JJ) 
KSyNKsSHIft (KSYNKf6) 
105 KSYnKsKSYNK.OR.KKI 

KSYNKrKSYNK. AND. 262143 
IF<KSynK,FQ. 000001) no TO 220 
200 CONTINUE 

IF (JM.EQ.l ) GO TO 10 
110 J1=J-1 ^ 

GO TO 110 
220 CONTINUE 

IF(JM,NE.i) GO TO 280 

JJxMOo(10«(II-1>*JJ.3> 
lis 11=1 

280 KU01=II 

KW02=II 

KhD = II 

LKAR e JJ 



A-138 



120 NUMZ'O 

MAXa(L»10)/3 ♦ LL 

JaJM-1 

L1J = 

LlCHARsO 
125 Llwn=l 

L3 = 

290 J=J*1 
460 CONTINUE 

CALL GETTIM 
130 ?0 CONTINUE 

IF(I0VC(J).E0.-I) GO TO 450 

NUMZ=0 
C 

C DETERMINE IF RESYNCH REQUIRED 
135 C 

JII = l 

SVKHiO(J)=KV»0 

SVLkAR (J)bLKAR 

IF(tSW.EQ,0> go to 90 
140 IF(ITM(J) ,LT.ITM(J-l)) GO TO 31 

IF (Il^VC(J-l) .NE.O) GO TO 100 
IF (ITM(J-] ) ,NE,0,0> no TO ICO 
IF(J.LE.I) GO TO 100 
LlWD=SVKWn(J-l> 
145 L1CHAR=SVLKAR(J-1) 

LlJrJ-l 
60 TO 100 
31 IF{ITM(J),NE.0.0> GO TO 33 
IF(IOVCU) ,EQ.O) GO fO 100 
150 C 

C. READ NfxT 10 TIMES 
C 

33 CALL MEf0vE<KARl»SKAMlt6) 
JSAvEaJ 

155 KI=o 

IRRcl 

152 = 

FLA6C=FLAgD"0 

DO i7 KJ=i,10 
160 Jej*l 

34 CALI- GETTim 

IF (tTM(J) .NE.O.O) 60 TO 36 
IF (Kwo.GE.L) go to 3^ 
iFdOVClJ) .GT.l) 60 TO 36 
165 Ty(Kj)=-1.0 

00 TO 38 

36 Tf/ (KJ)aITN<(J) 
38 KI=kJ 

37 CONTINUE 

170 39 JsjcAVE ^ 

CALL MEM0VE(SKAR1»KAH1,6) 
60 T0(4lt73) on 

41 IF (KI.LT.?) GO TO 45 
DO 42 KJ=?tKl 

175 1F(TM(KJ) .GE.TM(KJ«l)) GO TO 42 

IF(tM(KJ),eQ.-1.0) 60 TO 42 
FLaGA=FLAGB=0 
GO TO 60 

42 CONTINUE 



A-139 



180 



165 



190 



195 



200 



205 



210 



215 



220 



225 



230 



235 



240 





CALL MEM0VE(TM(l)»TH(6)»5) 


♦ 5 


KjaJ-5 




KLaJ-2 




KFaO 




00 48 KKaKJ«KL 




KFsKF^l 


♦ 7 


H*H<F):'lJt*lKK) 




lF{iTM{KK) .NE.O.O) GO TO 48 




IF(IDVClKK).NE,0) GO TO ♦& 




IF(KF.EQ.I) 60 TO ♦& 




TK(kF)c-1.o 


46 


CONTINUE 




Kllal 




TK'(5)=lTM(j) 




IF(KI,GT,c;) KI,5 




KI=Kl*5 




AA=(ITM(J-1)/TC0N) ♦ ,1 




KIlsAa 




Kl2=SHIFT(Kllt-6».AN0.77B 




KII»KI1,An0.77B 




IF(KI1.NE.KI2) GO TO ^65 




FLAGOsl 




GO TO 49 


♦65 


AAa(lTM(J)/TCON> ♦ •! 




KIlrAA 




KI2 = SHIFT(Kn.-6).ANU.77B 




KIl=Kn.AND.77B 




IF(Kli,EQ.Kl2) FLAQC»1 


♦ 9 


CONTINUE 




DC 50 KJ=?,KI 




IF (TM(KJ) ,6E.TM(KJ..U ) GO TO 




IF(TM(KJ) ,NE.-1.0) 60 TO 55 


50 


CONTINUE 




ec T0(52»53) tKII 


52 


CONTINUE 




I5?«l 




IF (FLaGO.Eo.O) GO TO 470 




IPR = 5 




GO TO 475 


♦ 70 


lF(FLflGC,EQ.l) GO TO 55 


♦ ?5 


CONTINUE 



50 



IF(J.EQ»1) GO TO 54 
ITM(J-1)*ITM(J) 
IDVC(J-1)»I0VC(J) 
SVK*»0(J-1)=SVKWD(J) 
SVLtfAR (J-i )sSVLKAR(J) 

53 J=J-l 

54 IF (Klr,EQ,2.AND.FLA6C.EQ.l) IRR»5 
WRITE(6t3o00) IRR 

3000 FORMAT (*0TYPE»,I3»« KECOVERY*) 
CALL DUMP(IfKniO-10.K»»O*9) 
GO TO 100 

55 IF (KlI.EQ.g) GO TO 5/ 
Kir = 2 
TM(5)=lTM(j-l) 

GO tO 49 
57 IF (152, EG, 1) GO TO 475 
ITM(J*1) =ITM (J) 

irvc(j*i)=iovc(j) 

SVKWD(J*l)xSVKWD(J> 

SVLkAr(J*j)=SVLKAR(J) 

ITM (J)=0.o 

ICVC (J)=0 

J = J*1 

WRlTE(6.3n0l) 



A-140 



2*5 3001 FORMAT («0TYPE TWO RECOVERY*) 

CALL OUMP(l,KV.D-10»Ki»Q*9) 
GO. TO 100 
60 LKAfi=LKAR-2 

IF (LKaR.Gt.O) go to 63 
250 LKaR=LKAR*10 

KWD=KW0-1 
Kw0l=KW02=KWD 
63 CALL GETTtm 

iFdTM (J) ,GE.ITM(J-n ) GO TO 70 
255 65 FLAr!A = FLAGA*l 

IF (FLAGA.RE.IO) GO TO 81 
LKAR=LKAR-p 

if (lkar.gt.o) go to 67 
lkar=lkar*io 

260 KV.0 = KWD-1 

KwDl=KWD2=KWD 
67 CALL GETTIM 

lF(rTM(J).GE.ITM(J-l)) GO TO 70 

IF (J.LE«1) GO TO 81 
265 J=J-l 

LKAH=SVLK4R(J) 

Kk»D=SVKwO(J> 

GO TO 60 
70 FLAGB=FLAGB*l 
270 IF (fLaGB.GE.IO) GO TO 81 

JII = 2 

GO TO 33 
73 IF(KI,LT.?) GO TO 79 

UumPsO 
275 DO 75 KJ=?fKl 

lF{TM{Kvl),EO.-1.0) 60 TO 75 
IF(tM{KJ) .LT.TM(KJ-1> ) IJUMP«1JUMP«1 
iFdJUMP.GT.l) GO TO 65 
75 CONTINUE 
280 79 WBlTE(6«3fi02) 

3002 FCRr^AT(«QTYPE 3 RECO»/ERY») 
IF(KW0,EQ,L3) GO TO HI 

Call DUMP(i,Ki*o-lo.KwD*9) 

. IF(tDvC(J) .EQ.-l) J=J«1 

285 L3=KW0 

GO TO 100 
fll WfilTE(6»3n03) 

3003 FORMAT ("OLOOP ENTEREO. MadE TYPE 4 RECOVERY*) 

Call dumP(I tKk»D-io,Ki<D*9) 

290 Jl=LlJ 

J = L1J 
JM1=L1WD 
JK=L1CHAR*1 

IF(JK,LE,10) GO TO 82 
295 JK=1 ^ 

JM1=JM1*1 
fl2 00 ^5 IIsjMl.L 
DC 83 JJ=JK.10 
KKi=MTGET(I(in.JJ) 
300 KSYK'K = SHlfrT(KSYNK»6) 

KSYNK=KSYNK.0R,KK1 
KSYNiKsKSYNK.AND.262143 
IF (KSyNK.pq, 000001) liO TO 87 
83 CCNTlNUE 
305 jK=i 

85 CONTINUE 

GO TO 110 
87 JjaJJ-3 
^ IF (jJ.GT.o) 60 TO ll-sp 



A- 141 



310 JjaJJ^lO 

II»Tl-l 
li9 LKApsJJ 

KhD=KWDl=KW02«II 

GO TO 100 
315 450 NZCaNzc*! 

NbM2=NUM2*l 

IF (NUMZtLTtlOO) 60 TU 460 

J1=J-1 

GO TO 110 
320 90 CONTINUE 

IF(J.E(J.1) GO TO loo 

IF (tDVC(J) .EQ.O) 60 TO 95 

IF(ITm(J) ,6E,ITM<J-IM GO TC 100 

ITM(J»i)=iTM(J) 
325 lnVC<J*l)»IOVc(J) 

SVKtot)(J*l)=SVKWD(J) 

SVLKAR (J*naSVLKAR(J» 

ITM{J)=0.0 

I0VC<J>=0 
330 J=J*1 

max«max*i 
nti|:k»ntick*i 

GO fO 100 

95 ISW,1 

335 IF(K.TICK,E0,ITICK) GO TO 100 

IF(NTICK.LT.ITICK) 60 TO 96 
GO TO 280 

96 LL=ITICK-NTICK 
DO 97 J=1,LL 

3*0 lTM(J)=0,o 

• 97 IDVC(J)=0 

GC TO 280 
loo IF(J,LT.Max) 60 TO 290 
3*5 Jl=MAx 

llO CONTINUE 

IF(JI.LE.O) GO TO 10 
DO ll5 IlalfS 
KK=6-II 
350 LL=jl-II*i 

lF(UL,GT.o) GO TO Hi 

ITTM(KK)=0.0 
60 TO 115 

113 ITTM(KK)=ITM(LL) 
355 lis CONTINUE 

DO 905 ILsl.Jl 
ILL»IDVC(TL)*1 

IF(IDVC(IL).NE,0) GO TO 905 • 
-.„ iFdTMdD.EQ.O.O) 60 TO 905 

3*0 IFdL.GT.i) ITM(IL)«0.0^ 

905 HlTS(ILL)sHlTS(ILL)«l 
iFdPD.tQ.o) GO TO 611 
iFdPD.EQ.D GO TO 607 
KKK=KKK*1 
365 IF(KKK,LT,IPD) GO TO 611 

KKK = 
607 CONTINUE 
C 
g^jj C PRINT VALID DATA IN DECIMAL 

WRITE<6«900) NZC»J1»1CF»ICR 
900 FOR^'AT(^Hl,• NUMBER OF ZERO C0DES»«,l5, 
S« NUMBER OF INFORMATION SETS =«»I5, 
s* FILE Number = •tlJf» record number « •,I5) 



A-142 



375 WRITE(6»6lO> ( ITM ( J) « IDVC ( j) » J^l i Jj ) 

610 FCRMAT(lHo»/»lO(2X,F6.1»2x,I2) ) 

611 DO. 6l5 NNe2»Jl 

IF <IDVC(MN) .NEtlDVC(NN-l) ) 60 TO 615 
iFdTNi (NN) .NE.ITM(NN-.1) ) GO TO 615 

380 IF (IDVC(NN) .EQ.O) 60 TO 615 

IF{IDVC(NN..1) ,NE.lDVC(NN-2) ) GO TO 613 
IF(ITk(NN-1> ,EQ.ITM(NN..2) ) 60 TO 615 

613 WRITE(6»2n03>IDVC(NN) 
20o3 FOR^'AT(« ♦♦♦♦WULTlPLt HITS CN SWITCH •fI4) 
385 615 CONTINUE 

IF(IWF.EQ.O) 60 TO 5V0 
C 
C WRITE( NUMBER OF INFORMATION SETS IN RECORD 

c IF ^999 Character record indicates end of tape 

390 C 

do 617 J^^ltJl 
WR1TE(2) (ITM(J)»I0VCIJ)» 
6l7 CONTINUE 
60 TO 590 
395 8020 ICFelCF*! 

ICR = 

IF(ICF,EQ,IEF,AND.IEK.EQ.0) 60 TO 300 
GO tO 10 
590 CONTINUE 
400 DC 30 MM=i,i400 

1 (MM) a 
30 CONTINUE 
Jl = 
8005 IF(lCF,6E,IEF,ANDtICH.6E.IER) 60 TO 300 
405 10 CONTINUE 

WRITE (6»eoiO) 
8010 FORMAT (lHo»«FILE OR HECORD INPUT PARAMETER INVALID*) 
15 CONTINUE 

IFdWF.EQ.o) 60 TO 3ol 
410 WRItE{2) HH,IH 

ENDFlLE 2 
30l CONTINUE 

WfiliE{6»7o2) IFLCT 
702 FORMAT ( IH] , •NUMBER OF FILES WRITTEN ■ »fl3) 
415 STOP 

300 IF(IWF,£Q,o) 60 TO 8100 
WRItE(2) HH»IH 
ENDFlLE 2 
filOO IFLCT=lFLrT*l 

420 IF (IPROC.EQ.I) 60 TO 1 

WRrTE(6»80lO) 
60 TO 1 
END 



FUNCTION MTGET 



FUNCTION MTGETdtJ) 

DATA MSK/?7777777777^^7777777B/ 
C 

C SELECT NEGATIVE VALUES FOR SPECIAL PROCESSING 
C 

iFd.GE.O) 60 TO 10 
C 

C MASK NE6ATIVE SI6N FKOM QUANTITY 
C 



A-143 



10 II a I.ANp.MSK 
C 

C SHIFT RIGHT TO CHARACTER BEING EXTRACTED 

12 ■ SHIFT(I1»-(60-6«J)) 
15 c 

C MASK AND RETURN EXTRACTED CHARACTER 

C AND REPLACE NEGATIVE BIT AT CORRECT POSITION 



20 



C 



C 



MT6ET a I?, AND, 63 

IF(J.EQ.I) MTGET « HTGET.0R,32 

RETURN 



C SHIFT RIGHT TO CHARACTER BEING EXTRACTED 

25 10 12 « SHlFT(I»-{60-6«J)) 

C 

C MASK AND RETURN EXTRACTED CHARACTER 
C 

MTGFTs 12. and. 63 

30 Return 

END 

SUBROUTINE GETTIM 

subroutine: GETTIM 

C0MmONVBLK2/ tcon 

5 DIMENSION I (U00)fITM(4200)»IDVC<4200) 

C0My0N/BLK3/J 
REAL ITM 
REAL ITTM(4205) 
EGUfV/iLENcE (lTTM(6)tITM) 
10 KV*D1=KWD2 = KWD 

460 KflRi=LKAR*i 

IF(KApi,Up,iO) 60 TO 12 
KARl = 1 

kkoi = Kwn*i 

' 15 KVv02 = Kwoi 

!2 KAH? = KARl*l 

IF(KAR2.LF.10) GO TO U 
KAR2 = 1 
KWD? = KWp*! 
20 11 Lkar=KAR2 

KUD = KWD? 
C 
C 
C 
.25 C 



C MOVE THE NEXT TWO CHARACTERS FROM THE INPUT DATA TO THE TIME ARRAY 
C AND CONVERT TO MILLISECONDS 



itJ^j> = iitm«tcon^'*^'*"^**^^*''^"*^**"'^^^^*^*'^**°^*''^*''^' 

LKAR = UKflR*! 

KWOl = KWn2 
"'O IF (LKar.LF.IO) go TO 20 

LKAR = 1 

KWD = KWD*i 

KkDI 3 KWn 

KW02 = KWp 
35 C 

C MOVE NEXT CHARACTER FROM INPUT DATA Tq THE DEVICE CODE ARRAY 

20 IDVC(J) = MTGETd (KWU),LKAR) 
IDVC(J) = IDVC(J) - i 
♦0 RETURN 

END 



A-144 



SUBROUTINE DUMP 



StHROUTINF DUMP(ItL«K) 
DIMENSION I (UOO) 
IF<L.LT.O) L»l 
WRITE(6i2n00) L»K 

2000 F0RfAT(2IS) 
WRIT£(6»200l) (nJ)»J»LtK) 

2001 F0RMAT(5(2XtO20)) 
RETURN 

END 



SUBROUTINE MEMOVE 



SUBROUTINE MEMOVE(AfH*N) 
OIMfNSION a(N),B(N) 
DO 10 I«l,N 
10 B(I)3A(I) 
RETURN 
END 



A-145 



PROGRAM LISTINGS - ANALYSIS 



A-146 



PROGRAM DIAGSS 

PhO.G'^AM OlA6SS{INPUT.uUTPUTfTAP£8fTAf^E10»TAPE5=INPUT»TAPt6 = OUTPUT) 

COMK'Un Ul,LANE,TI^'E»N^•M.INT^'StRLIM,SPnT0L,NEVCNT.^•VT0tV(64) ,PP, 
5IEV(64) tNl ANE. NOtVf 1 DE VCD ( 2^ ♦ 6 ) ♦ NAxLES(6,6)i nFLG AX ( ft . f, ) , F I NOEX 
StPLT00M«SPEED, FOLLOW* PHTI^E(6.6), PrSPEO { (S , ft ) , helSPO, Cl. C2f 
5 $C3, IcO* IT^"* STAHTU), STP(4)t INtwVL(4), AXT I^F ( 1 7 .* i*) ) . 

5AXFLAG <17.A»6) , AXSPtU ( 1 7 .4 « 6 ) t AXEfJR Y (6 t (S ) . 

$ pAIH, IrYPE» NF^IR. NOVEh, IplTN, ^X^NT. FtImE, RTIME 

$iFSPtEn» osPEEOt mOPLTN,0?» 

SNCHOSS{fc»'-.b) f IX(80»» IDVEH (1 7 , 4 , 6 ) , I V T YPE ( 1 7 * * t 6 ) t IPWD(l7,4i6) 
10 S t IP| T0N(l7f4t6) . lAXLt (I7f4tfe) » FTM(l7,4»fe), FSPO ( 1 7 i 4 i 6 » . 

SRTM(l7,<»*f ) . RSPOinf-^^e) , ASPtED(l7.At6) t VEHCNT(6,6)i 
JISTROl (6.^) . VEHLSTt PLTTlM. VLIM, ALTMi PAIRDS. SPLIM, 
5LANCHG (6'ft»6) 

iKTttiER EVTuEVt PR » FINOEX, PLTOON, START, STP, HiSTli HlST2f 
15 JHIST3, HI«;T4» PAl^t A^CNT, VEHCNT 

LOGICAL AXFLAG 

DCUrtLE PRFCISION T I^'t ,PRT IME . AXT IMe , AxENWY iFT IME .hTIME f FTm ,RTf^ 

Real irr'.iNiTMS 

OruBLF PHFCISION Ljl' »^T^ » OEL JM , TSAvE 
20 COMMON yHLK9/L5, TAIL (I 7,4 ,6) ,BUF (22) ^NvEH , I VEH ( 75 ) .INDEX (75,6) 

LOGICAL IN'OEX 
C 

c This ts The '^ajn executive program that controls the processing 

C OF VlLAFlTN SAMPLING UATA 
25 C 

Call ftnbjn (l,n,DUM^' y) 
c 

C INITIALIZE COMMON VARIABLES 

C 
30 2 CALL MEf^SFT «0,01»7690) 

Ltm=o.o 

CC=20l6.0 

DELTM=CC 
C 
35 IFST=0 

IPS=1 

CALL HSHO 
C 
C RFAD ANU WRITE HEADli^JS ON TEST DATa 



CALL ROATa (1TM,IC0,IA,IFST> 
ISavEsIX (1 ) 

i^fiIT£(6'6on) (IXd) tl^lti?) 
6oO FCR^^AT(1H^ , {lX,8Alo) ) 



40 C 



45 C 

C 

C 

RFAD<S*lOo?) NPSTHT.i^JPSTP 
1002 FORwAT(iei?) 
50 WRITE (6.2n02) NPSTRT»NPsfp 

2002 FCRMAT(lHo,2l3) 
C 

c CONVERT Base values ro correct units for processing 
c 

55 CALL CONVrT 

KTMslN'TMS 

PMsl 

ISWrl 

IF (PR.lT.NPSTRT.QR.PH.GT.NPSTP) ISW=2 



A-147 



60 NPftIHaNUEv/2 _ _ 

C 

C READ TEST OATa 

C 

3 CONTINUE 
65 C 

C PROCESS ArC0«DIN6 TO UEVlCE CODES 



C 



TSAvEsTiMp 
ICO«:Av = ICD 



CALL ROATa (ITM.ICOf lA.IFST) 
IF (tX(1) .FQ.9999) GO 10 2n00 
IF(ICO.LE.O) GO TO 10 
IF(ICd.GT.o) 60 TO lb 
75 5 CALL ERWOR(l) 

GO TO lOOn 
C 

C INCPEMFNT CLOCK 
C 
80 10 IFdlM.NE.O.O) GO TO 1000 

TIM|r = TI''E-LTM*DELTM 
LTMsO.O 
GO TO lOOo 
15 iFdTM.LE.CC) GO TO iO 
85 TlMFsTIfE+ITM-CC 

LTMzO.O 
GO TO 22 
?0 TIMf = tI'>*E-LTM*ITM 
LTMsItm 
90 ?2 IF (iCn.ME.ICDSAV) GO TO 24 

IF (tImE-TsAVE,LT.30.U0) Go TO 1000 
?4 iF'lSw.EQ.?) GO TO lo»0 
CALL PROCfS 
C 

95 C DETEWMINE WHEThEH TIME FOR SUMMARY COMPUTATION 

C 

lOnO IF (tIme.LT,KTM)GO to 1500 
CALL SU^^ARY(IFS♦ISW) 
PHrpH+l 
100 ISW=1 

IF (PH.LT,^PSTRT) IS*«=2 

IF (PR.GT.KPSTP) GO TU 2001 

IF (P«.GE,NPH) GO TO <!001 
KTM=InTMS«FLOAT(PR) 
105 1500 GO TO 3 

2000 CALL EHt^0R(3) 

TIME=TIME*4000. 
C 



110 c 



C CLEAR OUT AXLE AND VEHICLE TABLES 



/■ 



DC 100 PArR=l»NPAlR 
DC 100 LANE=ltNLANE 
CALL AXUlSCd) 

loo CCNTlNUt 
H5 DO i05 1 = 1, L5 

CALL TAPOuT (IVEH(I) fi^HAlR) 

l05 CONTINUE 

IX(1)=ISAVE 

Call SU^«APY(IFS»ISW) 



A-148 



120 20nl CONTINUE 

ENOrlLE In 
Wf.lTt(6»7534) 
75:14 FCRMATdHl ) 
GC TO 2 



125 



END 



SUBROUTINE ERROR 

SUHROUTINF EHROH(l) 
C 

C This routine prints tWROR MESSAGES aS THEY ARE GFNERATEn 
C BY THE PRnORAM 
5 C 

GO TO (1. 2,3) » I 

1 WWTTE((S»6on) 

600 FORh^AT (//,lXt« NEWATIVE CEVICE CODE ») 

GO TO lOOo 
10 C 2 WRITt(6'602) 

2 CONTImjE 

6n2 FORMAT (/'/♦1H0»» UNHtCOGNIZABLE DEVICE CODE ON INPUT DaTa •) 

Go TO lOOo 

3 W«ITE(6»603) 

15 6o3 FORf'AT (//«1H0,» ANALYSIS TERMINATED BY END OF OATA PRIOR TO END 

lOF ANALYSTS PERIOD •) 

lOoO CONTINUE 
RETURN 
END 

SUBROUTINE BSRD 

slmroutinf hSro 

COMN-UN Ul ,LANE,TlN't.iMRW«lNT^'S.RLIM,SPnTOL,NFVCNT.KVTDEV (h4) ,PR, 
JIEV(64) .N| /vNE, NOEVt I DE VCO ( 2* . 6 ) . N A XLES ( f. , f> ) ♦ NKLG aX ( iS . f, ) t F I NDEX 
5iPLTU0N»SpeE0» FOLLOwh PRT I^E ( 6 »6 ) , PRSPEn(6»6)« nELSPD. CI. C2» 
5 *C3» lent TT^|» START('*). STP(4)» INTRVl(4). AXTIMF ( 17.4.<S) . 

SAXFLAC (17,4»6) , AX SPtU ( 1 7 f 4 • 6 ) t AXEWR Y ( 6 » ft ) , 

i PAIR. irrPE. npair, noveh, IPLTN, AXCNT, ftime, rtime 

»»FSPEEn» BSPEED* NOPLTN.O?, 

JNCROSS (6.f t6) . IX(flO). lOVEH ( 1 7 . 4 t 6> ♦ I VTyPE ( 1 7 , 4 . 6 ) ♦ lPRn(l7.4»6) 
10 S»IPLT0N(l7f4»6) . lAXLt (I7.4»6) ♦ FTM(l7.4»f). FSPn(17»4»ft). 

SRTM(l7»4»(t) . RSPD(17t4,6) ♦ A SPEED ( 1 7 » 4 » 6 ) , VEHCNr(6»ft). 
SlSTH0L(6»f), VEHLST* PLTTIM. VLIM, ftLiM, P^IROS. SPLIM. 
SLANCHr; (6 tf .ft) 
INTEGER EVTUEV, PR. FINOEX, PLTOON, START, STP. HISTI. HlST2f 
15 SHISTJ. Hl?T4. PAIR, AXcNT, VEHcNT 

HFAL INTMs, ITM 
LOGfCAL AXFLAG 

IMTfGER OiiT 
DIMENSION 0SPEED(6) 

20 EouIVALENrE (DSPEED,KSPD) 

InTfGeR EnEW (P.ft) 
EOulVrtLENrF (EnEV.Ev roev) 

COM^'0^|/dLKl/KTRC,KO^'H 

CCMN-Ok/HLk.!/ AX£XYT(b.6) ♦ FLT IME , SPACE ♦ AXSP AC (1 7 » 4 . 6 ) » 
25 STHEAIJ(17,4,6) , SH£AD(17,4,6) , ICODE ( ^ 7 ,4 ,f ) , AXTOL. STDTOL. 

$ICn>^» EVTiI^E (6,ft) ♦ IrtST 
CCMMON/t^LKR/ NCR»NPCi>.PP0S(6) ♦LPOS(ft) ,LCDR(4> 
INTEGER Pros 
CCMMOn/BLkQ/SLIM (2) ,3T0L (2) 



A-149 



30 CCM^<ON/HLKlO/ OSPfllfi(H) 

CCMmOn/BLk12/SMIN 



DCUHLE PRECISION Tlf^t .PRTlME .AXTIME. AxENRy.FTIME.WTIHE.FTM.RTH 
DCUpLE PKFCISION AXEAVTt FlTIME,EVTIME t »•« ur^t t f IM.RIM 

C S;i?E2^?E"SrJSSF?IJS«MSS ''''' '''' ''''' OESCPTHING THE 



READ(5«60o) IHST»KTRC.KDMP 

600 FopmAj (3Ii ) 

*^ lFlTHST.Eri.9) STOP 7/77 

WBlTE(6,6oi) iHSTtKTrtC.KOMP 

601 FORMAT (lHo»3Il) 

0L.TS6 
45 C 

C READ TIME INTERVALS 

C 

REAOdNflnll) INTRWL.:>TART,STP 
ion F0RmAT(3(«i1,1x)) 
^° W«lTe(OUT,pOlniNTRVL.START,STP 

20U F0RHAT(lHni3(lX»4Il)) 
C 

c h£ad Geometry 

c --- - — - - — 

^5 READ(IN,l003)NLANE,KotV 

WRITE(OUT,2003) NLANt.NDEV 
«0n3 F0Rf^AT(lHn.3l6) 
1003 F0RyAT(3l?) 

RFAn( ifvnino3) nevcnt 
*0 WHITE(OUT,2007) NEVCi^T 

2007 FCR^«AT(lHn,^I6) 

IF (NLaNE.eo.O) go to 10 
DC J J=1»^LANE 

f^EAn (lN9ln02) (IDEvClXLi J) »L»1»24) 
°5 1002 FCH^'AT(^4(I2.1X) ) 

WRITE (OUT, 2004) ( lOE VCO (L, J) ,L«1 ,24) 
2004 FCRyAT(lHo,24fI2t2X)) 
3 CONTINUE 
5 CONTINUE 
''0 «EAn(INf lni2) DSPEEO 

1012 FORMAT (6F10.2) 

WRITE(OUT,2012) OSPEEU 
2012 FCRMAT(lHp,6Fio.2) 

If'CNEvcNT.EOtO) GO TO 15 

75 C 

C rEaD Event coder «iEOMETRY 

c 

READ (IN. 1 014) NPOS,(L.H0S(I),PPOS(I) ,1 = 1.6) 
10]4 FcrmAt(I3T2) 
^° WRITE(OUT,2014) NP0S.(L^0S(I),PP0S(I),I»1,NP0S) 

2014 FORMAt(1Ho.13I2) 
DO i3 J=1.NP0S 

READ (IN. lone) (EOEv(L.J) .L3l»8) 
IO08 F0RMAT(H(I2.1X)) 
^^ WRlTE{OOT,200e) (E0EV(L.J),L=1»8) 

2O08 FORMAT (lHo»8 'I2»1X> ) 
13 CONTINUE 

15 CONTINUE 
C 
''° C READ PARAMETRIC DATA 



C 



READ ( IN, 1 010) RLlf'.SPDTOL.PLTTIM.VLlM.ALIM.SPLIM, 
$AXTnL,sTDTOL.SLlM,STUL,SMlN 
IDIO FCRmAt(5E]5.8) 



A-150 



95 WWITE(OUT,2010) HLII^ ♦SPDT0L»PLTTIM, VLlMt ALIM,SPLIM| 

5AJ<T0L,ST0T0L»SLlM»STOLtSMlN 
COlO FORMAT C* (lH0t5E20. 8/) > 
C 

c rEao distances between traps 

100 c 

REftn(IN.lnl3) dSPAIR 
1013 FORMAT (8Fl 0.0) _ _ . . 

WRITE(OUT,2013) OSPAiH 
2013 FCHr'AT (IHn.SFlo.O) 
105 NCR=0 

IF(IHST.LT.7) RETURN 

CALL RORATL 

RETiiRN 

END 



SUBROUTINE CONVRT 

SLhROLTINf CONVRT 

COMMON Ul ,LANE,TIK'E»ixHR,lNTr'S»RLlM,SPnT0L.NEVCNT.KVTnEV(64) ,PH, 
JlF\/(64) |N| ANE, NDfcV. IDE VcfH 2<n 6 ) . NAxLES(6.6)» NFLGAX ( 6 . f, ) , F I NDEX 
SfPLTOONtSPEEOt FOLLC*, PRT ir'E (6 .6 ) , PRSPtO(6.fe), HElSPO. C1» C2f 
5 JC3« Icn* ITM» START(«»>» STP(4)i INTRVl(4), AXT IMF ( 1 7, 4.ft ) , 

SAXFLA6(17,4»6) ♦ AXSPkO ( 17 ,4 .6 ) i AXENRv (6 » 6 ) i 

J PAIR. IIYPE? NPAIR, NOVEh, IPLTN, AxrNT, FTlME, RTlME 

JiFSPEeO* RSPEEDf MOPLTN.U?, 

JNCROSS (6if,,6) t IX(fl0)t lOVFl- (17»4.f,) ♦ I VT YPF (1 7 . 4 . 6 ) . lPHn(l7,4«6) 
10 J»IP| TOMdTf'ufc) ♦ lAXtt (17,4»6) f FTM(l7i4»6), FSPO f 1 7 t * . ft > t 

5RTM(l7.4ifr) » RSPD(17»4«6) t ASPEED « 1 7 t 4 t 6 ) . VEHCNT(6f6»» 
IISTRDL (6,(1) , VEHLST, MLTTim, VLIM, aLIM, PAIROS, SPLJM, 
lUflNrHG (6«f ,6) 
INTEGER EvTDEV, PR, I^INDEX, PLTOON, START, STP, HlSTl, HlST2, 
15 JHIST3, HlsT*** PAIR, aaCNT, VEHCNT 

Real intms, itm 
logical axflag 
dimension dspeed(6) 

EGUlV/iLENcE (nSPEEO.KiiPD) 
20 CCMMON/BLki/ AXEXYT (b»6) »FLTIME»SPACE,AXSPAC«17»4.6) » 

STHEAU(l7,A,6) , SHEAD (17,4,6) » ICOOE ( 1 7 , 4 « 6 ) , AXTOLi STDTOL, 
JICORt EVTtME (6,6) » InbT 
CCMM0N/fiLK7/STM 
CCMmON/HLkR/SLIM (c) tbTOL (2) 
25 CCMM0N/tiLKq/L5,TAlL(if,4,6) .BUF(22) ,NvEH, I vEH j 75 ) , INDEX (75,6) 

LCGTCflL Index 

CCMmOn/HLk12/SMIN 

COMmON/HLkIJ/ NSAI'P(<»,6)»ASLM(4»4»6» ♦RSUM (4*4,6) , THSUM ( 4 t 4 , 6) , 
SSHSUi^ (4«4,6) tNTRACK (b) 
30 DOUHLE precision T I^'t ,PRTIME « AXTIME, AXENRY,FT1ME.«TIME tFTM,RTM 

DOUpLE PRECISION aXE» Y T fPLTIME ,EVT JME 
C 

C This subroutine CONVtWTS input parameters to correct UNITS FOR 
C PROrESSlNG 
35 C 

Cl=52p,/360000, 
C2=l./Cl 
C3=r2»360o000, 
C 

40 c cONvfeHT INPUT Parameters from miles hours and seconds 

C TO FEET AND MILLISECONDS 



c 



DO ^ 1=1 ,? 

STOL (I )=STOL(I) »C1 



A-151 



45 



50 



55 



60 



65 



70 



75 



80 



85 



90 



95 



100 



?5 



> SLIMCi )=SlIM(I)«C1 
SMIN=SMIN«C1 
SPnTOL=SPnTOL«Cl 
PLTTlf^sPLTTIM^lOOCO 
VLI''=VLlM«iOOO,0 
ALIM=ALIM/1.E6 

COMPUTE NUMBER OF ANALYSIS PERIODS AND START AND STOP TIMES 

INTMM«(INTRVL(l)»10*iNTHVL(2) )»3600000 
S*(INTrvL(3)«10*INTRVL(*) )»60000 

ISAVEs intmm 
lNTf'S=INTn/M 

INTMM=(ST/\HT(l)»l0*SrART(2))«360000n 
S*(STAHT(3)«10*STAWT(H|)»60000 

STMslNTMM 

lCET=((STp(l)-START(i))»io*{STP(2)-START(p)))»3ftnn00O 
1 ♦( (STp (3)-sTART(-*) )«10*(STP(4)-sTART(*) ) ) •60000 

IF (lUET.LF.O) Ir)ETsIOtr*24«3t0O00 
iNTl^Hs ISflVE 
NPR=lDFr/INTMM*l 
lRFi^=inET-INTMS«(lDEr/INTMS) 
IF (iHEM.Efi.Q) GO TO «iH 
NPH=NPR*1 

CONTlNUt 



?6 



?8 



?7 



30 
35 



INITIALIZE ALL VEHICLE AND AXLE TAPLES 
Call VEMSpTl tFALSE.»rtXFLAGt408) 

Call ►'Emsft (0»nsamp,«h4) 

DO 26 1=1,6 

DO ?6 J=l,6 

AXEnHy (I»J)=-1.0 

P«TlME(I.j)a-1.0 

AXEXYT(I.J)=-1.0 

EVTtME(I.J)=-1.0 

T IMF =0.0 

CALL MEMSFT (O.Of THEA0,816) 

DO ?8 1=1.17 

DO 28 J=l,^ 

DO ?« K=l,6 

AXTlMp (I ♦jtK)=0.0 

CALL MEMSFT (O.Of AXSPtO»408) 

CALL r'EMSFT(0.NVEH»76) 

Do 27 1 = 1 ,75 

DC ?7 J=l,6 

lNDFX(r»J)=, FALSE. 

L5 = 7i3 

vehlst=-i,o 

DO 35 1=1,4 
AsnSf'FEUdj^Cl ^ 

ospee:d(I'=o.o 

DO 30 J=l,6 

AXspEd(1»I»J' = A 

CONTlNUt 

CONflNUE 

RETURN 

END 



A-152 



SUBROUTINE RDATA 



10 



15 



20 



SLHROuTINf RDflTA(I.J«R»IFST) 
DIMENSION K(32) 



iFdFST.GT.O) GO TO di) 
FIRST TIME 

RFAD(a) K 
WPlTt(lO) K 
IFST=1 
RFTUHN 
?0 RFAf)(B) I.J 

IF (J.FQ.lno! 60 TO 507 
RETU^fN 

END OF FILE 

507 K(l )=g999 
RETOHN 
END 



SUBROUTINE PROCES 



10 



15 



20 



25 



30 



slbroutinf pkqces 

CCMmOn Ul, lane, TIM 
JIFV Ibit) ,Nt AMEf NUE 
$»PLfOONtSPEED« FOL 
JC3, ICD» TTM» STAN 
JAXFLAG (17,4*6) , AA 
J PAIR* 

SiFSPEEn, PSPEEO* 
JNcRnSS {6,f.,6) , IX( 
J iIPLTnN(l7»4»6) » I 
5RTM(i7,'»,f ) , RSPU( 
jlSTRt)L(6,f) , VFHLS 
iLANCHp (()♦«., 6) 

INTEGER EvTDEV, PR 
JHIST3, HIsT<»» PAIR 
RFAL INTM?, itm 
LCGtCAL flXFLAG 
INTfGeR ErEV(8,6) 
EGUlVALtNrE (EDEV, 
C0MyUN/bLK3/ AXEXY 
JTt-EAU(i7,<4,6) , SHE 
$ICOR» FVTTME(6,6)t 
CnMvON/HLK5/ NCR'!^ 

Integer ppos 

CCMK0n/HLk6/IEVCDH 
DOUpLp PRECISION T 
DCUPLE PRECISION A 
DCUPLF PRECISION T 



E*lMHP»INT^S,Pl.IM,SPnTOL.NEVCNT,FVTDEV (64) ,PH, 
V, IPEVcn (24,6) , NAXLES(6,6), NF LGAX ( f , f, ) , F I NDEX 
LOW, PRTI^E{6♦6), PRSPEp ( "^ » ^ » • nFLSPf), CI, C?» 
T(41, STP(4), INTRVL(4), AXT I MK (1 7 , 4 , 6 ) , 
SPtU(17,4«6) , AXENHY(6,h), 

iryPE, nfair, noveh, ipltn, axcnt, ftime, rtime 

wOPLTN.O?, 
80), IDVEH(17,4,6) • IVTYPE{17,4.6) , IPRD(17,4»&) 
AXLE (17,4»6) 9 FTM(l7«*9fe)» FSPn f 1 7 • 4 « 6 ) , 
17,4,6>, ASPEE0(17,4,6) , vEhCNT(6,6|, 
T, PLTTIM, vUlM, flLIM, PftlRDS, SPLIM, 

, FiNOEx, pltoon, Start, stp, htsti, hist2, 

, MACNT, VEMCNT 



EVrOEV) 

T {&,6) »FLT 

AD(17^4,6) 

IribT 
P05,PP0S(t) »LP0S(6) ,LCDR(4) 



IME, SPACE, A XSF AC (17,4,6) , 

s IC00E(17,4,6) , AXTOL, STDTOL, 



(6»b) 

If't,PRTlME 
XEatT.FlTI 
SAvE,DET 



,AXTIMe,AXENWy,FTIMe,wTIMe,fTM,rTM 
M£,EVTIME 



DETERMINE IF DEVICE CODE BELONGS To A DETECTOR PAIR 

DC ^0 I=1,NDEV 

on 30 J=1,NLANE 

IF (lOEVCOdtJ) .EQ.ICU) GO TC 60 



A-153 



35 30 CONTlN'Ut 

C 

c uetfRmine if device code is an event 

w 

If'(NtVCNT.EQ.O) GO TO 45 
*0_ DC 4 J=l,a 

DO 4 K=1,NP0S ' ' 

IF(FDEV(J,K).EQ.ICD) 00 TO £0 
40 CONTINUE 
45 CONTINUE 
*= Call frnor(2) 

_ RFTLKN 

50 DO 5J 1=1,3 ' " ~ 

IF(fVtIME:(I,K) .LT.O.O) GO TO 55 
53 CONTINUE 
50 GO TO 57 

55 EVTlMEdiKjsTlME 

_. . It VCOfJd tK)aEOEV(JfK» 

NCRsNCR*! ■ 

«?7 CONTINUE 
55 Is e«(K-l) ♦ J 

lEVfI)=IEv(l) ♦ 1 

hetlhn 
c 

C VALID REVlCE CODE FOUNo 
60 C 

60 DC 65 P4lRrl,NPAIH 
Do 65 LANF-i,NLANE 

IF(/1*ENHY(LANE, PAIR). LT.O.O) GO TO 65 
^5 ^ . If^'A^TlME,!, LANE, PAIH).LT. 1.0) GO TO 65 

C POSSIBLE 787 COMElNATION 
C 

70 



C 



DET=AXEN«V(LANE,PAIH) - AXTIME ( 1 ,LANE ,PA IR ) 
DIS=AxSPEp{l,LANE,PAlH)«DET 
IF(DIS,GT.SPLIM) GO TO 65 
TLlM=.oH8«RLlM/AXSPEU(l, LANE f PAIR) 
IF(TIME-AXENRY(LANE.HAIR).LT.TLIM) GO TO 65 



75 C FALSIFY EXIT SWITCH 

TSAVEsTlMf 

TlMF=(4.0/AXSPED(l,LANEtPAIR)) ♦ AXENry (LANE. PAIR) 

IF(TIME.GT.TSAVE) GO TO 63 'i-oNttHAlHl 

- CALL FXYT - -. 

''0 63 TlMfc = TSAVE 

^5 CONTINUE 

LANF=j 

PAIR = (I*l)/2 

IF(^«Oo(I,^) .EQ.O) GO TO 'io 



85 c 



C ENTRY SWITCH 
C 



90 C 



Call ENTRp 
GO TO 75 



c EXIT Switch 
c 

70 CALL EXYT 



A-154 



95 C CLEaM out axle TABLES 

C 

75 DC eO PAIP = ItNPAIR 

Dc PO L*NF s 1,NL*nE 

Call axdiscU) 
100 po continue 

hktuhn 

SUBROUTINE ENTRE 

SLf^pOUTlNp ENTRE 

CCM^'On Ul,LANE.TIN'E»'>*HN,lNTNS»WLlM,SPnT0L,NEVCNT,f-VTnEV{66) ,PH, 
SIFV (64) «Nl ANEt NOEV, IDEVCO (24f 6) » NAxLES(6i6)« NFLGA X ( ft . (S )♦ F INDEX 
JiPLTU0N»SpEE0» FOLLOWf PHT ir'E (6*6 ) , PPSPED (6 . f. ) . oELSPD. Clt C2» 
5 5C3. Icn* TTM» START(4)» STP(4)f INT«VL(<^). AXT I MF (1 7 , 4 « ft ) t 

SAXFLAG (17,4»6) , AX SPtU ( 1 7 t 4 1 6 ) ♦ AXFNPY(6»ft)» 

$ PAIR* IfrPE* NPAIR, NOVEh, IPLTN, AXTNT, FTIME, BTIME 

JfFSPEEDt oSPEEn. MOPLTN.U?, 

fNCBnSS(h»ftf6) . IX(80»» I UVph ( 1 7 . 4 . ft ) . I V T YPE d 7 . 4 . 6 ) t IPRn(17,4t6) 
10 S » JP| TON{) 7.4f 6) t IAXlK ( 17»4»6) t F TM ( 1 7 » 4 1 ft ) .> FSPn( 1 7 » 4 » ft ) 1 

5HTM (I7i4.ft) . RSPD(17t4,6) , A SPEED ( 1 7 » 4 t 6 ) » VEHCNT(6»ft)» 
5I.STRUL (^»ft) » VFHLST. HLTTlMf VLIM, ALIM. PAIRflSt SPLIM, 
jLoNcHft (fc,A,6) 
INTEGER EVTDEV, PRf KINDEX, PLTOON, StaKT, STP, HlSTlt HiST?! 
15 JHIST3, HI<;T4» PAI«, aacNT, VEHcNT 

HEAL INTMc, ITM 
LOGtCaL AxFLAG 

CnMf'UN/bLK3/ AXEXYT («)»6) »FLT IME . SPACE , AXSPAC ( 1 7» 4 . 6) • 
5THFAU(l7»4f6) » SHEAO (17i4,6> » ICODE ( 1 7 »4 ,ft ) , AxTOL. STDTOLi 
20 IIcnR» EVTtmE(6,6)» IrtST 

C0Mh'0N'/nLK4/KKK 
CCMMON/HLk] 0/ nSPAIH(H) 

DCUHLE PHFCISION T I Ht . PRT I ME » AXT IME t AXENRY tFT IME , WT JME ♦ FTm , RTM 
DCUrLe PHfcISION flXEAYT.FLTIMtiEVTiME 
25 DCUPLE PHECISION TSAVt 

IF (flXENHY(LANE.PAlR) .LT.O.O' <J0 TO 90 
IF UXTIf'EdfLANEiPAlH) ,LT,1,0> GO TO 10 
C 
C ENTRY FLAG ALHEADY SET 



30 C 



35 C 

C 



OIS=AxSPEn(lfLANEiPAIW)»(AXEN«Y(LANE»PAlR)-AXTIMK(l,LANEfPAlR) ) 
IF (OlS.GT, SPLIM) 60 fu 10 

FTImE=(4,o/AXSPEO(1»LANE»PaIR) ) ♦ AXENRY(LANE.PATW) 
GO TO 40 



10 JJ=PAlR-l 
ISW = 
iKsJJ 
40 IF (TIME-AxENWy (LANE»P«I^) .LT.30.0) 60 TO 90 

IF (pAjR.GT, I) GO TO iH 
C 

C FALSIFY EXIT TIME ASSUMING A 9.? FT WHEELBaSE 

C 
45 SPEEU = 9.2/ (TIME-AXENKY (LANEiPAIR) ) 

FTlf'Er (4.n/SPEED) ♦AXtNRY (LA^Ef PaIH) 

GC TO 40 

C 

C cOMPUTF DISTANCE ttETWEEN TRAPS 



50 C 



15 PAIRDS=0.n 

DO 18 I=Jj,IK 
18 PAIRUS=PAiROS*OSPAIR (I) 

LSTsl 



A-155 



55 KKKsl 

IF (VEHC^T(LANE,JJ) .Lt.O) GO TO 25 
LLsLANE 
GC TO 30 
C 
60 C CHECK F0« ANY MQPt VEHICLES IN THE NEXT LANE - - . 

C 

?5 CALL LAMCHK(LSTfLANEfNLANE.iJJiLLiVEHCNT) 
iF(LL.GT.n) GO TO 30 
IF (JJ.E^itl .OM.ISW.EQ.I) 60 TO 90 
65 C 

C T«Y 2 TRAPS BACK .. . 

C 

ISW=l 
JJsJj.l 
70 GO TO 15 

30 NN=VEhCnT(LLiJJ) 
35 CONtInijE 

c 

C CHEC*^ NEXT VEHlcLt FOR hCOK-UP 
75 C 

SPEFOsAXSPAC(NN»LL,JJ)/(TIME-AXENRy(LaNE»PAIR) ) 
FTImE=<4.0/SPEEO) ♦ aAEN«Y(LaNE»PaIR) 

C/iLL VEHChK(FTM(NN,LL»JJ) ♦ ftSPEED (NN»Ll t JJ) ♦KK»NN.LL» JJ) 
IF (KK.EU.O) GO TO 40 
80 IF(NN.e:Q.1) GO TO 25 

NNsNN-1 
GC TO 35 
40 CONTlNUfc 
C . . 

85 C F'^TEH AXLE 

C 

TSAVtsTlMp 

timf=ftImf 

CALL EXYT 

90 time=ts*ve 

90 Continue 
c 

C SET ENTRY FLAG 
C 
95 AXENHY(LANEtPAIR)»TlME 

rftuhn 

END 



SUBROUTINE EXYT 

SUHROUTINf EXYT ^ 

COMVOn Di,LANE,TlMEiiMHR,lNTVS»RLlM,SPnT0L»NEVCNT.FVT0EV(64) ,P9 t 
5IEV(64) tNi ANE. NUtV. I DE VrO ( 24 » 6 ) « NA xLES ( 6 . 6 ) i NFLG AX ( ft • i^ ) . F INDEX 
JtPLTOON»SPFEDt FOLLOW. PRTIVE(6.6), PRSPtn(ft.6). nELSPD. CI. C2t 
5 $C3. Icn« TIM. STAHT(4l, STP(4). INTHVL(4). AXT IMk (l 7 . 4 . ft ) , 

SAXFLAG(17.4.6) . AXSPtU ( 17.4.6) . AXENRY(6.ft). 

J PAIR. IfYPE. NPAIR, NOVEh, IPLTN, AxrNT. FTlME. RTlME 

S.FSPtEn. RSPEEn. NOPLTN.Q?. 

SNCPOSS (6.ft.6) . IX(80). I OVFH ( I 7 . 4 , ft 1 . I VT YPE ( 1 7 . 4 . 6 ) . IPKn(l7.4«6) 
10 $»IP| TGN(17.4»6) » lAXLt(17»4.6) » FTM(l7.A»6». FSPn(17.4.fe). 

JRTM{17.4.^) . RSPD(17»4.6) . ASPEED(l7t4.ft) ♦ VEHCNfffe.ft)* 
SlSTROL(^.ft) . VEHLST. ^LTTjM. VLIM. ALjM. PAIRDS. SPLIM, 
SL/»NcHG(fc,ft,6) 

INTEGER EVTUEV. PR. KJNDEX, PLTOON. START. STP. HiSTl. HIST2. 



A-156 



15 



20 



25 



30 



35 



40 



45 



50 



55 



60 



65 



70 



75 



$HIST3, HIST4* PAIH. AxCNT, VEHCNT 

rfal intms, ITM 
logical axflag 

COMfON/HLK3/ AXEXYT(o.6) tFLT IME tSPACE , AXSPAC ( 1 7»4 ,6) . 
STheAIJ(17i6.6) « SHEAD <17»4»6) t ICOOE ( 1 7 14 tfi ) ♦ AXTOLt STOTOL* 
5IC0H« EVTtME(6.6)» iHbT 

CCMMOn/HLKA/ KKK 

ccmmun/hlkiq/ nSPAiw(ti) 

OCUHLE PHFCISION TI^ttPRTlME.AXTIME.AXENRY«FTlME,wTIMEtFTM,RTM 
DCUpLE PRECISION AXEArT.FLTIME.EVTiME 
DCUHLE HWFCISION TSA Vt. .ENSA VE tOI S 

IF (aXenHY (LANE, PAIR) .VJT. 0.0) GO TO 70 
IF (AXTI^EdfLANEtPAlK) .LT.l.O) GO TO 10 
Dl5=AxSP£n(l«LAN£»PAl«>»(TIKE-AXTIME (l » LANE* PAIR) ) 
IF (OlS.GT.SPLIM) GO 10 10 

USE SPFEO OF PREVIOUS AXLE 

5 AXENHy (UANE»PAIH)=TIrtE - ( 4 . O/AXSPED ( 1 ,LAME t PA IP ) ) 
GO TO 90 
10 IF (aXfXYT (LANE, PAIH) .WT. 0.0) GO TO 20 

SET EXTT FLAG 

15 AXEXYT (LAKiEfPAIR)«TIrtt 

HFTuRNf 

-8-fl Case 

?0 IJ=1 

?3 JJ=pAlR-l 

is»y=o 

IK=JJ 

IF(tImE-AxEXYT(LANE. HAIR) .LT. 30.0) 60 TO (40 , 75) . t J 

If (dAIR.GT.D GO TO «?<♦ 

GO TO«l7»r8) tlJ 

falsify speed USINU <J.2FT wheelrase _ 

i7 SPEE0=9.2/(TIME-AXEXrT(LANE»PAlR) ) 

GO TO 3'* 

18 IF (Tl^'E^EQ.AXENRYlLANtfPAlR) ) GO TO 20 

FALSIFY SPEED USiNiJ SPEEC OF AFTER AXLE 

SPEEO=4.0/(riME-AXENKY (LANE,PAIR) ) 

GO TO 34 . - 

COwPtTE DISTANCE BETWEEN TRAPS _ . 

24 PflIRDS=0.o . - - _ -- 

00 26 I=Jj,IK 

26 PAlR0S=PAiR0S40SPAIfl(I) 

LSTsl 
KK K ** 1 
IF (VEhC<"^T<LANE,JJ) ,Lt.O) GO TO 25 

ll=lane _ . . _ . - 

GO TO 30 

25 Call lanchk <L5t«lane»nlane,,jj»ll»vehcnt> 

IF (LL.GT.o) GO TO 30 
lF{jJ,EU,i,OH,ISW.Ea.U GO TO(15»40)»IJ 

TRY 2 TRAPS BACK _ _ _ 



A-157 



80 iSMsl 

JJaJJ.l 
GO' TO 24 
30 NNrVEHCNT(LU»JJ) 
32 CCNtINUE 
85 C 

C CHECX N'EXT VEHlCLt FOR HCOK-UP 
C 

60 TO (*5,43) iIJ 
43 IF (TI^'F•EO.AXENRY(LAl^e»PAIR) ) GO TO 20 
90 SPFF0=4»0/ (TIME-AXENKY (LANE»PAIR) ) 

GC TO 4« 
45 CONTINUE 

SPFpD=AXSPAC(NN.LL,JJ)/(TlME-AXEXYT(LflNE»PAlR)) 
48 CONTINUE 
95 FTImE=aXExyT(LANE»PAIH) 

CaLi VFHChK (FTM(NN,LL.JJ) »ASPEED<NN»LL»JJ) ♦KK,NN,LU»JJ) 
IF (KK.pU.n) 60 TO 34 

IF(nN.eU.I) go to 25 
NN=nN-i 

100 • GO TO 32 

34 CONTINUE 
- C 

C FNTEW AXLE NO I 
C 
105 ENSAVEsAXENRY (LANE»PA1R) 

TSflVEsTlMp 

AXENRY (LANE»PAIR)=AXtAYT(LANE»PAIR) - (4.0/SPEED) 
TIME=AXEXyT(LANE»PaIh) 
CALL UPOATE 
llO CALL AXOIsC(O) 

TIMf=TSAVf 

GO T0(35»75>tIJ 

35 AXENWY(LAN'EtPAlR)=TlMt - (4.0/SPEED) _ 
40 AXExYT (LAKE,PAIR)s-l.(l 

115 GC TO 90 _ _ _ 

70 IF (AXEXYT(LANEtPAlR) .LT.0,0) GO TO 90 
C 

c -878 Case 
c 

120 IJ=2 

GC TO 23 

75 AXEXYT(LANEtPAlR)=-l»»> 

AXENRy (LANE t PAIR) =EN save 
qO IF(TIME-AXENRY(LANE»HAIR).LT.27.! RETUPW 
125 C 

C ENTER AXLE 
C 

CALL UPDATE 
AXENRY(LAnE»PAIR) » -l.O- 

130 CALL AXUIsC(O) 

RETURN 

E^o 



A-15i 



SUBROUTINE UPDATE 

SLqROUTiNF UPDATE. 

CCMo/On Ul .LA^lE,TI^'Etl^HH,INT^'S.HLIM,S^'nTOL.NFVCNT.FVTD6V(64) ,PR, 
SIFV (64) »Ni flNE. NOEVi lOEVCD (24,6) , NAxLt5(6,6)» N^LGAX ( ft , ft ) , F I NDEX 
S ,PLTOON«SPF.tlJ, FOLLOW, PWTI^E(6t6). PHSHfcn(ft»ft), oELSPDf Cl» C2* 
5 JC.l, ICD» iTMf STARK-*), STP(4)» INTPVl(4). A XT I MF ( 1 7 , 4 , ft ) , 

SAafLAg ( 17,4,6) , AXSFtl)(n,4,6) » AXENRY(ft»ft), 

J PAIR' IfYPE* NFAIR, NOVEh, IPLTN, AXrNT, FTI^<E, RTlME 

S,FSPEFn» RSPEEn, MOPLTN,U?, 

JNCROSS (6,ft,6) , IX(HO), I DVEH ( 1 7 , * , ft ) » I V T YPE ( 1 7 , * » 6 ) , IPNn{l7,A»6) 
10 S,IP| TCN(17,4,6) , lAXUt(17,4»6) I FTM(l7,4,ft), FSPn ( 1 7 , * ♦ 6 ) » 

JRTM(l7,4,ft) , RSP0(17.4,6) , «SPEE0(17,4,6) , VEHCNT(6.6)i 
f ISTRUL (6,ft) , VEHLST, MLTTIM, VLIM, flLiM, PAIRDS, SPLJM* 
JLAN^HG (6,ft,6) 
INTFtiER EVTOEV, PR, UNDEX, PLTOON, START, STP, HIST1» HlST2t 
15 5HIST3, HIST4, PAIR, aaCMT, VEHCNT 

RF at IN f Mc; , I TM 

LOGICAL AXFLAG 

DruHUE PRECISION TINt,PRTlME,AXTlME,AxENRY,FTIME,HTIME»FTM,RTM 

dcuhle precision UET 

20 CCMvOn/HLk 12/SMlN 

C 

C RETURN IF TIMES TuU CLOSE 

C 

Dfc'T=riMt-rtXENHY (LANE,HAIR> 
25 IF (ptT,LE.27.) RETUNi-^ 

C 

C rOMPUTF SPEFO 

c 

SFn = '*,n/nFT 
30 IF (SHn.LT.SMiN) RETLrtN 

IF (flXTIi^E (1 tLANt'PAlH) .LT.I.O) GO TO 10 

DIST= (Tl MF -AXTI ME (1, LANE, PAIR) )«AXSPEn(l, LANE, PAIR) 

If (nIsT.LT.2.0) RETLHN 

10 CCNTlNUE 
35 IF (NAxLES (L"NE,PAIR) ,LT,17) GO TO 15 

Nf, X| E<; (LANE, Pair )=NA ALES (LflNE,PAlR)-l 

IF(aXFLAG(i7»LANE,PA1R)) NFLGAX (LANEtPAiR) sNFLGAX (LANE tP A I R ) - 1 
Wk I TE (6 , Inoo ) 
lOnO FCRfAT(« IJPUATE TABLE OVERFLOW*) 
40 15 KK=NAxLtS(LANE,PAlR) 

IF (K^.FtJ.n) GO TO ?5 
C 

C uPdaTE AXLE TABLES. 

C 
45 DC 20 1 = 1, KK 

L=KK-I +1 

AxTIME (L*1 ,LA^F«PAIR)=AXTIME (L,LANE,PaIR) 
AxFLAg (L*) ,LANE, PAIR) =AXFL AG (LiLANE, PAIR) 
AxSPEd (L + l ,LANe,PAiR)=A)^Pe;q (L»LANe:«PAIR) 
50 ?0 CONTINUE 

C 

C ENTER NEW AXLE 
C 

?5 AXTIME (1,L ANt,PAlR) = TIME i 

55 AXSPED (1»LANE,PAIH) a SPO 

AXFLAG ( 1 'LANE, PAIR) = .FALSE, 

NAXLES (LANEtPAiR) = NAXLtS(LANE»PAlR)*l 

RFTu^^N 

END 



A-159 



SUBROUTINE AXDISC 

St.HROuTlNF flXDISCdJ) 

COMMON Ul.LflNE,TI^E,NHH,INT^'S.RLI^^,SPnT0L,^JEVCNT.^•■VTDtV(f>6) ,Pfi. 
*lFV(b<.) iNl ANEt NDtV. 1 DE VCO ( 24 t (6 ) . NA xLES ( («, , 6 ) t NFLGAx ( 6 » ft ) t F INDEX 
StPLTOON.SPEElJ, FULLCw. PHT IfE ( 6, 6 ) , Pp5HtD(6,6), HELSPD, Clf C2i 
5 JC3, Irn» ITMt START(<»), STP(4), lNTHV|(4), A XT IMF ( 1 7 , 4 , f, ) , 

lAXTLAr, (17.4.6) t AXSPtl)(l7,4.6) I AXenP Y ( 6 . (S ) , 

1 PAIH. IfrPE* NPAIR, NOVEh, IPLTN, AxCNT. FTIME, RTIME 

$»FSPEEl)» PSPEEOt NOPLTN.i)?, 

5NCW0SS(ft.f .6) , IX(HO». I0VEH(i7,4,6) . I V T YPE ( 1 7 , « , 6 ) . IPRn(17,4f6) 
10 J.IPi rON(l7.4.6) . lAXLt (17,4.6) t FTM(l7.4,6). FSPn ( 1 7 .4 , 6 ) , 

»RTM(l7,4,f) , RSPn(17.4.6) » ASHEED(17.4,6) , VEHCMT(6,6). 
JISTHDl (6,^) , VEHLST, HLTTIm, VLIM, ALTM. PAIROS, SPLJM, 
SLANCHf; (o.f, .6) 

CCM^/U^VHLK1/ AXEXYT(b.6) i FlT I ME ♦ SP ACE , AXSPAC (1 7 » 4 , 6 ) . 
15 JThFAU(l?,A,6) . SHtAD<)7.4,6) f I CODE (I 7 . 4 , 6 ) . AXTOL. STDTOL. 

JIcnR. EVTTME(6,h). IHST 

IMEGER EvTDEV, PR. KINOEX. PLTOON, START, STp. HlSTlt HlST2» 
iHlST3, HIST4, PAIR, UACNT, VEhCNT 

RFaL TNTMs, ITM 
20 LCGICAL AXFLAfi 

UCIJHLF PRECISION T I f^t ,PR T IME ♦ AXT I ME , AxENR y , FT I MF ,RT IME , F Tm , pTM 

DOUpLF RREcISION aXE a rT , FLT I Mt » E VT IME 

uouhLf prfcision OET 

IF (^.AxLES(LANE,PAIR) .LT,2) (RETURN 
25 If (iJ.eU.) ) 60 TO 30 

JJ=1 
C 

c COMPUTE Position of rkeceeding axle 
c 

30 10 CCNTlMjF 

DtT=riMt.-«xTlMF (2.LAnM,PAir) 

SFP = AxSPEn(i?»LANE,PAlH) 

IF (KAxLtS(LANE,PAlR) .t(j,^) GO TO 15 

IF ( .NpT.AxFLAP (3.LANt,PAlH) ) bO TO )5 
35 SPP= (AXSPrn(3,LANt,PAIR) ♦SPF)/2. 

15 DTST = 5PR**nET 

If (oIst.gt.splim) GO ro 40 
c 

C NEXT AXLE WITHIN UISTAncE TOLERANCF 

40 C 

SP0lF=AHS(AXSPED{2,LttwE,PAlR)-AXSPEn(l ,LAME,PAIR) ) 
IF (cPnIF.l T.SPOTUL) bO TO 20 

IF (jJ.EfJ*?' RETURN 
JJ = ? 
*5 CALL AXCHr- (AXTIME (1 , LANE. PAIR) .AXSPFDd , Lane. PAIR) ,LL) 

iF(LL.F'J.n) RETURN 
GO tO 10 
C 

C SPEEDS MATCH FLAG M*LE, AHEAD 

SO c 

?0 AxFLAf; (2.L ANE.PAIR) = .TRUE. 

NFLGAx (LAKE, PAIR) = i<<FLG Ax (L ANE . PA JR ) ♦ 1 

if(Jj.eu.?) return 

Call AxCHp (axtime(i,lane.pair) iaxsped{i.lane.paih) »ll) 

55 RET(|Hn 

30 DET= TI^^E - AXTIMt (1 .LANL.PAIR) 
DISI = AXcPEDd •LANE.PAlR)»CEr 
IF (DiST.LF.SPLIM) REruRN 



A-160 



60 C CHECK IF fNjY FLAGGED AXLES GT 30 FT AWAY 

C 

40 KK=NAXLES(LANE,PAIR) 
IF (iJ.Nt.) )(iO TO 45 
IF (I AnF.Eo.NLANE) go 10 45 
65 IF (NAxLfcS{LANE»l tPAlN) .LT.l) GO TO 45 

DETsAxTIMF ( 1 tLANt*! iHAlR) - A AT IME ( 1 i L ANE i PA I R ) _ J 

IF (DEt.GT.O.O) go to <*5 

IF (DAPS (l)FT).LT..0fle«i)TDTOL/AXSPED(l, LANE, PAlH)) wETUPN 
45 CCNTlMil- 
70 nc 50 1 = 1, KK 

L = KK-I + 1 

IF ( .NQTtAxFLAG (L«LANt«PAlR) ) GO TO 5n 
DET=riMt-AXTI^F (L»LAi^*L,PAlM) 
DIST=fixSPED (LiLANE,PaIH)»DFT 
75 IF (rlST.LT.SPLIM) GO 10 bO 

FlNOExsL 
GC TO 7U 
^0 CCMTlMjt 
C 
80 C HtMOVF AXLES GT 30 Fl AWAY 

C 

(;c *.o i = i,KK 

L = KK-T *i 

UET = TimE-aXTIMF: (LtLAi>it,PAIR) 
85 DlSl=AX.SPFn<L,LANE,PttIR)#DET 

IF (nlST.LT.SPLIM) REFUHN 

NaxlES (LAke«PAIR)=L-1 

IF (AXFLAG(LfLANEtPAlH) ) NFLG AX ( L AME » PA !« ) = NFLG A X ( LANE . P A I R ) - 1 
fO CCNTlN'UE 
90 NFTU^^M 

70 Call vfhip 
hftuwn 

END 



SUBROUTINE AXCHG 



SLbrOUTINf AXChG(T,S»J) 
DCUnLF F'RFCISION T(2)»()ET,ENT 
OCURLE PHFCISION DTT 
DIMENSION S(2) 

c 

C nETE^^MiNE IF SWITCH HAS EEEN FALSIFIED 
C 



j=n 

1I=T (2)«l0.U0 
10 DET = T(?)«»io. 00-11 

IF (oET.F.Q.o.DO) RETLHn ^ 

II=T(l)«ln.00 

DTTrT(l)«]0. 00-11 

IF (OrT.EQ.O.OO) RETUHN 
15 C 

C SWITCH HAS REEN FftLSIFlEC RE-COMPUTE TIME AND SPEED 
C 

J=l 

OEt = <>.0/S(2) 

20 s(p)=s(n 

ENT=T(?)-nET 

T(2)=ENT*4.0/S(2) 

MhTU«N 

END 



A-161 



SUBROUTINE VEHID 

SCHWOUTINF VtHTD 

CCMmOn l)l.LANtlTI^E^"<HR,INr^SfHLlM,SPnT0L,NEVcNT.fc■VTnaV((^6) ,PH, 
JIFV (6^) tNi ANE, Nl)tV» inEVCD(2Hff))» MAxLES(6.6)t NFLRAX ( f. » ft ) ,F INDEX 
5 fPLTOOM.SPEEOf FOLL0«H PWTIfE(6.6), Pp SPtPK 6 i f ) . oELSPO* Clt C2» 
5 5C?. ICO» TTMf STaPTC*)^ STP(A)i INTRVlC^)! AXT IMF ( 1 7 i 4 , fe ) , 

JAXFLAG ( 17,4«6) , A ASPti) (I 7 , 4 , 6 ) » AXE^^H Y ( 6 . ft ) ♦ 

5 PAIN» IfyPE' NFAIH' NOVEM' IPLTN' AXCNT' FTlME' HTIME 

JtFspEFn. PSPEED. NOPLTN.Op, 

SNCWOSS {(i»f ,ft) , IX(BO)t lOVFt- (I7»4i6) » I V T YPE (] 7 t 4 . ft ) ♦ I Pr^n ( 1 7 i 4 i 6 ) 
10 J »IP| T0N(l7.4tft) . lAXUt (I7,4t6) . FTM(l7,4tft), FSPO ( 1 7 t 4 » ft ) . 

JHTM(i7i'*fft) t HSPD(l7»4f6) » ASPEE0(17»4,6) , VEHCNT(6i6). 
JISTRUl (ft.ft) t VFHLSTf HLTTIM, VLIMi aLIM, PAIHOS. SPLIM, 
ILAN^Mp (t>t|t ,6) 
IMEl'FR tVTOEVt PH i FINOtXi PLTOON, START. STP. HlSTl* HlST?t 
15 JHIST3, Hl5T4t PAIH, AXCNTt VEHCNT 

HtaL INlMSt ITM 
LCr,iCAL AX FLAG 

CCMI'OK/BLk3/ AXtXYT(btft)tFLTIM£,SPACE.AXSPAC(l7.4.6)t 
JTt-FAU ( l^f 6,6) I SHEAO ( 17»*t6) » ICOqe ( 1 7 i 4 , ft ) , aXTOL, STdTOL, 
20 JlCOH, EVlT^^fc (6,6) f IHST 

COMcOn/hLks/ NcH»NPOa,PPOS(fc) ,LPOS ( ft ) , LCOP ( 4 ) 
INTFIjFR ppos 
CfMN-UN/bLKft/IEVCOH (6»ft) 

C0MMUN/t;LKq/L5,TAlL(i7i4.6) ,BUF ( 22 ) , NvFH , I VEH ( 75 ) • INDEX ( 75 . ft ) 
25 LOr,rCAL INDEX 

CCMN'ON/bLKll/ ITYP (73) ,NPR0(75) »NPlT0N(75) ,NAXL (7S) ,NCOOE(75) , 
JLK((<!»7S)»PFK(9,6./5) 
CCM^lU^/HLK 12/SMlN 

CGMM0N/tsLKl3/ NSAh'P(<»,6)fASLM (4,4,6) »R SUM (4.4,6) , THSUM ( 4 . 4 , 6 ) . 
30 SSHSUM (4»4,|(,) ♦MHACK (OJ 

CCH^0^/MLK14/IPHTYP 

OgdHLE PRECISIONi T I ^ t , PRT I mE . AXT I ME , A xENR Y , FT I ME , WT IME , FTm , pT^^ 
DCUPLF PHFCISION AXE * YT «FLT IME . E VT I ME 
DCIJnLE PRPCISION GET 
35 iNTKGpR PHTYPF(ftf6) 

DATA PflrYPE/36«l/ 
SPSflVEsSPFEU 
C 

C DETERMINE NO OF AAUES 

40 C 

axcnT s 1 

DO <:0 I = l,FlNnEX 

L=FINoEX-T+l 

IF ( .NcT.AxFLAG (LfLANt,PAlR) ) GO TO 30 
45 AxCnT = AxCNT*! 

NFLGAx(LAve»PAIR)=NFL(iAX(LANE.PAIR)-1 
?0 CONTINUE 
30 NAXUES (LAME. PAIR) =L-1 

PLT0O^ = 1 ^ 

50 ITYPE = 1 

IF (eXCNT,LE.2) GO TO 60 
C 

C CHECK IF ANY AXLE6 ARE LESS THAN 6 FEET APART 
C 
55 K=L*l 

DC 40 T=K,FiNDEX 
J=FINnE*-T*K 

DET=AxTlME(J-l,LANt.HAlH)-AXTIME(J,LANE.PAIR) 
OIST=(AXSPED(J,LANE.H'flIR) ♦AXSPEDIJ-LLANE.PAIR) )«nET/2,0 



A- 162 



60 



65 



70 



75 



80 



as 



90 



95 



100 



105 



110 



115 



120 



IF (rIST.LT.6.0) GO To 55 
40 CCNTlNIJt 

CHECK IF Oun NO OF AXLES 

It- (VOn (ttXrNTiS) .Eli.l) GO TO 55 

Pl.T00K = AArNT/2 

GC TU 60 
S5 iTYPtr? 
f-O CTNTIkuE 

If (PLTOON.L r t2) (JO TU 75 

AxcnT=? 
73 L=FTNrFX-i 
75 FTIMt=AxTTMF(FIMOtx.UftNE»PAlH) 

PTlK^t = AXTlMt(LiLANF. fHAlH) 

F?;PEtn = '>x?PErj(rlNuEJ<»LANt.PfliH) 

RSPFEn = AX?PEO(LtLANEt^^Alrt) 
I?=L*1 

COMPUTE AVERAGE SHEED OF VEHICLE 

5FFFO=n.O 
UC 7/ I=L,FlNnFX 

SPEEU = .SPtFn**.0/AXSFtiJ(I.LflNE»PAlH) 
IF{I.FO.I?) SPl=bPEtU 
77 CCNtImJE 

5FErOr4.0«FLOAT ( F iNDtX-L ♦ 1 )/ SPEED 
IF (SPEEU.LT.SMIN) GO TO 95 

COn-PLTf OISTAMCE dtTwEEN FHONT ? AXLES 

AI^ATT = A^TT^'E<FIN0E'^-1»LANE»FAIR) 

RAA" = ?.U<>^HATT 

HPWP = ?.OOF Tlf'E 

PCCC = 4,ll/ftx5PEn(FlNCtA-ltLANE.PAIH) 

Rnon=4,u/FSP£En 

S(-ArE = (RAAA-RHHB-WLCC+HODC )*4.0/SPl 
NS/\MP (LANp.PAIR) =NSAMP (LANEfPAIM) ♦ 1 

INCREMENT SPEED fUMENTS 

Call SU^Up (C2«SPEE0«ttbUM (1 ,LANEfPAIR) ) 

FLTfMErO.n 

FCLLOw=0.n 

IF (PKTIME (LANE, PAIR) .GT. 0.0) 60 TO 80 

GC TO a5 

INCREMENT RELATIVE SPEED TIME GAP AND SPACE GAP MOMENTS 

«0 FCLLOw = PH?;PED(LANE,PttlR) •(FTIME-PRTIMfT (LAMEfPAlP) ) - 10.0 
Call SUf'UpcFOLLOWtShbUM^l.LONE.PAlR) ) 

FLT!ME=FTTME-PR1 IMF (LANE, PAIR) - 1 . 0/PWSPED ( L ANE , P A I R ) 
CdLL SlJfUP( .00l«FLTlfiE»THSLM (1 ,LANF»PAIR) ) 
DtLSPn=PRSPEl)( LANE, PAIR) -SPEED 

IN5EKT TAILWAY FCK previous VEHICLE 

CALL SUMUp (C2«DELSPD,M5UM(i, LANE, PAIR) ) 
IF (TAIL (1 .LANE, PAIR) .NE. 0.0) GO TO 85 

Tail ( 1 ,lane,pair) sFCLLow 

CALL GET(IDVEH(l,LANt,PAlR) ,PAIR«NK,Jj) 

IF (tNK,E«.l ) GO TO 85 .. 

BFF(9,PAlR,JJ)=FOLL0w 

IF (PAIR.LT.NPAIR) GO fO 85 



A"163 



125 C oUTPt^T PREVIOUS VtHlCLE IF AT LAST TRAP 

C 

C/»1.L TAPOuTdOVEHU tLANEtPAiR) »NPAIR) 
C 

C GtT VEHICLE TYPE 
130 C 

B5 PHTIME (LANFfPAI«)=HTlME 
PPSPEn(LANE.PAlH) = bHEEU 
IHWTYPrPHTYPE (LANEtPttlR) 

Call type (SPAce.aacnf.pr Type (LAne,pair) ) 

135 C 

C INSE^^T ANY OUTSTANDING CCDtR BUTTON HITS 

C 

CALL mEMSfT (0,LCOR,4) 
IF (NCR.LT.I ) 60 TO 50 
140 L=l 

DC 69 I=1,NP0S 

IP (PAlR.Nr.PPOSd) ) iji) TO 89 

IF (lane.nf.lpos (I ) ) ou TO as 

DC 87 K=l,3 
1<>5 IF (P.VTI^'E(K,I) .LT.O.O) GO jC ^9 

IF (HriMH.i T.EVTIME (Ktl) ) GO TO 89 

LCDS (L) =lFVCl)R (K.I ) 

EvjIMf. (Kil)=-1.0 

NCH = iMCR-l 
150 IF (L .EO'*) GO TO 90 

L = L*1 
fl7 CCNTlMIt 
P9 Cc^JTI^u£ 

90 Continue 

155 C<>LL Gt^IU 

IF (PLTOON.EQ.l ) GO Tu 95 
C 

C P^^OCESS NEXT VEHICLE IN PLATOON 

C 
160 PLT00n=PLT00N-1 

F[NDEx=FlN0EX-2 
G(l TO 73 
95 SPFrO=SPSflVE 

retuwn 

165 END 



SUBROUTINE SUMUP 



SURROUTlNF SUMUP(A,S) 

DIMENSION se*) 

H=1.0 

00 10 1=1,4 

R = H«A 

s(i)=s(n*fl 

10 CONTINUE 
RETU^^N 
END 



A- 164 



SUBROUTINE GRID 

suoroutInf G>^in 

COMKUn Ul .LflNE.TIME t l^^HH » I N TK S t WL I M ♦ SPpTOL » NF VCNT • K V T Dt V (b4) .Pfi« 
JIFV (fe4) »N| AnE, NDEv, IDEVCO (^<^»6) , nAxi,E S ( f>t 6) , nFLGAx ( ^ . *• ) ,F I njDEX 
SiPLTOnNiSPEtDt FOLLO*, PHTIKE(6.6), PBSPED(fttfe)t mELSPD. CI. C?. 
5 JC3. ICO. TTfi STAHT(<K. STP(4)f INT"Vl(4), AX T I MP ( 1 7 » 4 . A ) , 

iAxFLAG (17,4.6) , AX SP tO { 1 7 . 4 . 6 ) . AXE^'H V ( 6 » fr ) . 

5 PAIH* IfTPE. NFAIH. NOVtH. IPLTN, fiXflMT. FTIVE. RTIME 

j.fspefd. RSHEEP. ^JOPLTN.D?, 

iNJCPOSS (6.f ,6) . IX(80). I0VEK17.4.^) . I VT YPE ( 1 7 . 4 . 6 ) . IPWn(l7.4.6) 
10 1. IP| TON( 17,4.6) » lAXLt ( 1 7,4,6) . FTM(l7,4i6), FSPn ( i 7 ♦ 4 , 6 ) . 

JRTM (l?.*.^ ) . RSPO (17.'»,6) . ASPEED (17.4,6) , VEHCNT(6.6). 
I ISTPUL (6.^) . VEHLST. HLTTIM. VLIM, ALTM. PAIPDS, SPLIM, 
iLflNcHn (6 ,f ,h ) 

IkTEGeR tVTDEV, PR, KINDEX, PLTOON, START, STP, HlSTl, HiST?, 
15 JHIST3, HKT'.. PAIR, AxCnT, VEHCNT 

RfAL iNfMS. ITM 

LOGlCfiL AXFLAG 

CrM^'U^/HLK3/ AXEXYT(ei.6>.FLTIME.SPACE,AXSPAC(17.4,6). 
f Ti-E^D(17.4,6) . 5HEA0 (17.4.6) . I CODE (1 7 . 4 . f ) , AXTOL. STDTOL. 
20 JICOP' FVTTMt(6.6). IMST 

CCMf^ON /HLK4/KKK 

CCM^'U^|/HLK5/ NCR. N PC i. PROS (6)iLP0S(6>.LCDR(4) 

IMEGeR PPOS 

CCMS'0N/HLKq/L5,TAlL ( W,4.6) ,BUF (22) .NvEM, J VEH ( 75 ) .INDEX (75,6) 

25 lcgicaL Index 

CCM^'On/BLkIO/ DSPAIfi(8) 
CCMh^Ok/BLkH/IPRTYP 

UCUBLf precision TIKt,PRTlME.AXTIME,AXENRY,FTIME,HTIME,FTM,RTV 
OCUrLF precision AXEAVT.FLTIME.EVTIME 
30 ISW=0 

lK=nAlR-l 
KKK = 
LL s LANE 
LSTrl 
35 C 

C Cl-FCK IP ENTERING GRID 
C 

IF (PAIR.GT.I) GO TO it's 
C 
40 C ChEC*^ IE NEW PLATOON 

C 

IF (VfchLST.LT.O.O) GO TO b 
IF (rTTME. IT. VEHLST) bu TO 10 
IF (FTlMt.-VFHLST.LT.PLTTIM) .£0 TO lo 
45 5 IPLTNrlPLTN+1 

NCPLTn=N0PLTN*1 
C 

C ENTER VEHICLE IN GRIu ^ 
C 
50 10 CALL REMOVE (LANE, PAIR) 

VFHLSTrETlME 
15 CALL UPVEh 

ncveh=novfh ♦! 

irvFH (1 .Lane. PAIR) = noveh 

65 IvTyPE (I.LANE. PAIR) = ITYPE 

IPRO ( 1 ,LAr'E.PAiR) = iHfayp 

IPLTOm { 1 .1 AME.PAim = IPLTN 
I/^XLE ( l.L/iNt .PAIR) = flXCNT 
FTM (1 ,L'>Np,PAIR) =FTIM(- 



A-165 



60 FSPD(l,LAKEtf'flIR)=FS^'KED 

HTM(l,UflNF,pAlH)=hTlMfc 

PSPn !l »LAmE'PAIW) = rtbPEED 

ftSPt.tn (1 iLflNE,PolH) = SPEED 

AXSPAc(l»| flNE tPAl^<)=bHACE 
65 SHFftD (1 »LANfc»PflI«)=FOLL0W 

Tt-EflU (1 »L/\N£fPAlH)=FLTIME 

ICOCE (1 iLaNE»PAIH)=LCUR(1) 

DO 1« 1=2,4 

IF (LCDRd) .EO.n) GO 10 20 
70 lCOnE(l»L/»NE»PAlR)=lCC)DE ( I tL ANEiPAIR) ttlOO^LCDR ( I) 

Ifl CONTlN(jE 

?0 TAIL(1,LAne.PAIR)=0.U 
C 

C REcOhO vehicle if not at first TRAP 
75 C 

if(pair.gt.i) call rtcorod, lane, pair) 
if (icooed .lanf.pairj .eq.o) return 
Call stochk (-1 ,lane»hair) 

KFTi'Nn 
80 C C^-E^C FUR VEHICLE AT PREV PAIR, SAME LANE 

?5 CONTlNUt 

JJ r PAlR-l 
C 

C cOmpuTf distance tttTWEEN TRAPS 

85 C 

TO PflIRU5=n,p 

DC 3d T=Jj,IK 
32 PfllpOS=HATRUS*nSPAIR(l) 

IF (VtHC^'T(LANE,JJ) .Gr.O) GO TO 60 
90 6C TO 3d 

C CHEC^ AI'JOthER lane 
35 IF (rN.FU.i ) 60 TO 38 
NN=N(N-1 
GC TO (SH 
95 38 CALL LAKChk (LST.LANE,NLANEfjJ,LL»VEHCNT) 

IF (I L.GT.n) GO TO 65 
IF ( JJ.Ei'.l .OR.lSWtEC.l ) GO TO 43 
ISw=l 
JJ=JJ-1 
100 LST=1 

GO to 30 
43 CCNTUUt 

N^ = VEHC''^T (LANE , PAIR) ♦ 1 • " 

FTM(Nn,LANF«PaIH) = FTIME 
105 C 

C CHECl^ FOR STRADOLt 
C 

Call STOCHK (NN,LANE,|JAIR) 
lF(MM,EU,n) RETURN 
110 IF (jJ.EU.-705) RETURN ^ 

GO TO lb 
frO LL=LA^E 
C 

C REMOVE OLD VEHlCLtS FROM TABLE 
115 C 

Call re^^ove (Ll,jj) 
c 

C ChEC'< if <;amE VEHlCLt 

C 
120 ftS NN = VEHCK^T (LLfJJ) 

C 

C ChECt^ TVPE ANE NO, AXLES 

C 

f-e CONTINUE 



A-166 



125 



130 



135 



140 



1*5 



150 



155 



160 



165 



170 



175 



180 



185 



IK (KM. L T.I ) GO TO 38 

IF (lAxLE (NNtLLiJJ) .EU.AXCNTJ GO TO 66 

II = lAHS(IflXLE(NN.LLiJJ)-AXCM> 

!»■ (II.GT.i ) GO TO 35 

f,6 COMTlMljE 

CHECK VEHICLE DYNAMICS 

Call VEHChK (FTM(NN,LL»JJ) fASPEED(NN,LL»JJ) tKKiNN.LLf JJ) 
IF (KK.FU.^ ) GO TO 35 

CHFCK AXLE SPACING 

A=SPACE - AXSPAC (NNtLLtJJ) 

IF (/\HS(A) .GT.AXTOL) HO TO 35 

CALL GET (IOVEH(NNfLL»JJ) »PAlR.NL»-705) 

IF (NL.EU.I ) GO TO 67 

JJ=-7n5 

GO TO <i3 

CCNTlMjE 

IF (JJ,E«.PAIH-1 ) GO U) 72 

CALL GET <TnVEH(NN.LL» JJ) tPA I R-1 tNL . -705 ) 

IF (K'L.FU.o) Go TO 35 

CONTINUE 



f.7 



12 



f.9 



70 



73 



74 



CHECK IF LANE CHANGE 

IF (LL.E^.LANE) go TO 70 

HKCO^^n LANE CHANGE 

ir (JAPS (Ll-LAne) .LT./f) GO TC 69 

If {PAIR-Jj.EO.l ) GO fO 69 

LI = I ARS ( (l L*LANt )/2) 

LANrHri(LL,Ll»PAlW-l) =LANChg(LL»LI tpAlR-1 ) ♦! 

LaNCHg (LI ,LANt',PAlH) =LaNCHG (LI ,LANE,PflIR) ♦! 

GO TO 7U 

CONTlMJt 

LoNCHfi (LL,LANt«PAI«) = LANCHGiLLfLANE.PAIR) ♦! 

CCLl LPVEH 

ENTtW VFHicLE AT CURHh.NiT DETECTOR PAiR 

Ii;VEH(l ,LANE.PflIR)=IUVEH(NN,LL,JJ) 

IVTyPF ( 1 iLANt,PAlN)=lvTYPE (NN,LL,JJ) 

IPRD(l.LAN'EfHAIP)=IF«l)(NN,LL»JJ) 

I PL TON (1 .L AK'E,PAIft) = lPLTON (NNfLLt Jj) 

lAXLEd fLANK.PAiR) =IaaLE (NN,LL,JJ) 

FTM (1 ,L"Nf,PAIW) = F I IME 

FSP;; ( 1 ,L ANF,PAIW) = KspEED 

HTM(1 .LANf.PAIR) = fillMjE 

RSPP (1 ,LANE,PAIW) = wSPEEO 

ASPEtn (1 tL anE.PAIM I = SPEED 

AX5PAC(l»LANEiPAlR)= SPACE 

ShF/^U(l .LANE .PAIR) =FoLL0W 

Tt'FAO(l.LANE.PAlR)=FLriME 

TAIL ( 1 ,LANF.PAIW)=0.O 

IF (LCnW ( 1 ) .NE.n) GO HJ 73 

Iroctd, Lane .PAIR) =1 CODE (NN.LL.JJ) 

GO TO 80 

irOnE(lfLANEtPAlR) =ICUDE (NN»LL»JJ)#100+LCnR(l) 

DC 74 I =2, A 

IF (LCDR(I ) .EO.O) GO 10 80 

IrOl^E (1»LanE.PAIR)=ICuDE(1,LANE,PAIR)«100*LCDR(I ) 

CONTINUE 



A~167 



190 PO CflNTlMlfe 

ir ( JJ.GT.I ) GO TO 82 

IF (fiBS {<iX5PflC(NNfLLi JJ)-*^.?) .GT..01) GO TO fll 
C 

C c^^/*NGE SPEFnS AT IHAPl IF 9,2 FT WHEELBASE 
195 C 

AXSPAc(M^«LL«Jj)=fiXSHACUtL/»NtiPAIR) 
SMEDUrflXSPAC (1 ,LANE.HaIW)«ASPtE0(NN.LL.JJ)/9.2 
FSPn (NNtLL .JJ)=SPtDD 
HSPn (N'N»L| , JJ)=SPEnD 
?00 ASPEtn C^l^-LLt JJ) =SPEUU 

Rl CALL HECOPD (MN,LL»JJ1 
fl2 CCNtIN'UE 

CALL RECOHD (1 tLANtfPAlR) 
IF (NN.Nf- .VEHCNT (LL» JJ> ) GO TO 83 
?05 VFHC'^T (1-L,JJ)=VEHCNT (LLiJj) - 1 

p3 CONTINUE 

ASPEtO (^N,LLtJJ)=5.0 
Oc flS L=1,NLAnF 
UC 05 K=1.NPAIR 
?10 CALL REMOVE(L»K) 

P5 CCNTlNilJt 

IF (PAIR.LT.NPAIR) HE fURN 
VFHCNT (LAmE.PAIH) so 

hetuHn 

?15 END 



SUBROUTINE UPVEH 



10 



15 



20 



25 



C 

30 




C 

C CHECK TO SEE IF 



lF(L»FQ.O) GO TO 2 
IF(L.LT.17) Go TO 13 
L=16 

Vt-HCNT (LAMEtPAIR) = lb 
W«ITt (f,,lnOO) T0VEM(i7,LANE»PAlR) 
lOnO FCR^AK* UPVEH TABLE UVEHFLCW**!! 



A-168 



35 13 CONTINUE 

L=L*ln 

C 

C Uf^OATE VEHICLE TAHLES 

40 C 

00 15 1 = 1, L 
K=L-I*l 

IOvEH(K*l,L''NE,HAlR)=iUvEH(KfLANE.PAlR) 
I\/TYHF(K*l,LAKF,PAIH) = IVTYPE(t<.fLflNF»PftIH) 
45 IHHU(K»ltLA(-jE.PAIH) = 1HI}D ( K , L ANE . P A J rf ) 

I^'LTO^(^♦l,LA^F•PAIH) = IPLTn^(^♦LA^'F»PAIR) 

lAXLE(K*l. LANE, PAlP)=lAXLE(KtLANE. PAIR) 
FTM(K♦1|LANE»PAIH)=FIM(K»LA^E^PAIK) 
FSPn (K + l.L ANE,PAlH)=rSfD (K,LANE»PAIR) 

50 MTM(^♦l^Lft^Jt^PAI«)=HlM(KtLA^E»PAIW) 

RSPr;(K*lfLAf^E.PAIW)=KSPO(K,LANE«PAIP) 
A5;PEtn{K*1 ,LANF,PAIf!) =ASPEEC (KtLANF.PAlH) 
AXSPAC(i<*l ,LANE»PAI«»=AXSPAC ( K »L ANE , P A I R ) 
Thf«0(K*1, LANE. PAIH)= THE AO(KtLANE»PAlR) 

55 ShEA(J(K*1,LANE.PaIH)=SHEA0(K»LANE,PaIR) 

IrnoE (K*1,LANE,PAIR)=IC00E (K ,L ANE .PA I H ) 

Tail (K*i. LANE, PA iH)s Tail (k.lane.paih) 

15 CONTINUE 

?0 VEHCNT (LANE,PAlH)=V£nCNT(LANEiPAIR) *\ 
60 RETLiRlM 

END 



SUBROUTINE LANCHK 



SLHKOLTINF LANcHK ( LS ( , L ANE .NLANE . J J , Ll . VEHCNT ) 
I^TF>'EW VfHCNT(6.6) 
DIMENSION LFLG(6) «LIbr(6> 
UTMF'N.siON LLS(Si6) 
5 DATA LLS/ 

JH, 3, 4,5*6, 
Jl , 3,4,5*6, 
i?«4*l »5»6, 
J 3 » 5 . i? * *. • 1 , 
10 S4,A.3,?*1, 

J5t4.3,?» 1/ 
LL = 
C 

C SETUP LANE SEARCHING TABLE 
15 C 

75 GO TO (40,50) ,LST /■ 
40 LST=2 

DC 45 1=1,5 
LFLr.<I)=l 
20 45 LIST (I)=Ll S(I ,LANE) 

C 

C SEARCH FOR VEHICLES IN EACH LANE IN THE TABLE 
C 

^Q DC 55 1=1,5 
25 IP(LFlG(I) .LT.o) 60 fU 55 

IF (LiSTd) .GT. NLANE) t.0 TO E5 
LFL.G(I) = -1 

CALL RE'^OvE (LIST(I) .JJ) 
lF(VEhcNT(UIST (I) .JJ» .EQ.O) GO TO 55 



A-169 



30 C 

C POSSIBLE VEHICLES FOUNq 
C 

LL=LlST(I) 

35 =55 CCNTlKUE 

End 
SUBROUTINE VEHCHK 

Sl'RROijTlNp vEHCHK (FT'lfif flSPp.KK»NiLt J) 

C(;Mr/0^ Ul ,LANF: fTIf'h »i^HW» iNTNStHLIW.SPnTOL.NFVCNT.t- VTOEV (^6) ,PH, 
5 Ik V (t)A ) t^l ftt>iE, NOtV. IDEVCD (?'!n6) . HA xL F S ( fr . f. ) » NFLGflX ( f. . A ) , F IMDEX 
JiFLTOONtSPFF.Dt hOLL0»«» PRTIKE(6t6), PPSPtD(fih), oELSPD, rii C2« 
5 fC3, Irnt iTMt STAPT(<»)» STP(*)» iNTf^Vl (4), /» XT IMF ( 1 7 . 4 , m ) , 

IAXFLAC- (17.«t6) . AXSPtlX 17,4»6) f AXem« Y ( 6 . it ) , 

J PAlW. IirPEf NFAl«i NjOVEh, IPLTN, AxrNT, FTIHE, BTlME 

i.f-SPtEni HSPfcEn. MOPLTN.I)?, 

JNTt^pSS (6.^,6) , IX(80I. IOVE^• ( 17.4i6) I I VT YPE d 7 • * « 6 ) » lPWr(l7»4f6) 
10 S, IPLrCN( Wt'ftft) . lAXLt (17,4i6) I FTM(l7,4,f,) , FSPO ( 1 7 . 4 i ft ) t 

JRrM<l7.4«f ) » RSPU< n.^ne) . ASPEEO (17i4,ft) . VFHCNTf6tft)» 
IISTW0L{6.f)t VEHLSTf PLTTlM. VLIM, ALJM, PAlPDSt SPLIMt 
$LANrH(^ (6,f.,6) 

INrtOfP EVToEVt P«» KlNoeX, PLTOON, StaPT, STP, hISTI. hIST2i 
15 *HIST3, Hlc;r4, PAlHt MACNTi VEHCNT 

HFAL INTM5, ITM 

LCfilCAL AXFLAr, 

CTmn'On/HLki/ AXtXYT (b«6) fFLTlMEiSPACt.AXSPAC {17»4t6) » 
JTHEAU( i7»4,fr) , SHfcAD ( 17»4.6) » I CODE < 1 7 . 4 » f. ) t AXTOLi STOTOL* 
20 $ICn«» FVTT^^t- (ft,6) ♦ IMST 

OnUPLE PPFClSinN axeayt.fltime»evtime 

C()M|yON/HLK4/KKK 
COMN-ON/fLKP/SLIM (2) ,i,IOL (P) 
C0MMON/biLKl2''SMlN 
25 DrijHLE PWFCISION T Jf-'t iPRTImE i AXTIME » AxENRy,FTIME,hTIME ♦FTm,rTk 

DoijrLE precision ^■"T^««f^6 

K« = 

ASP2=ASPP 
C 
30 C pYPASS IF VEHICLE aLREAQV USED 

C 

IF (ASP2.Nf.5. ) 60 to b 
3 KK = 1 
RETURN 
35 5 IF (cPfFU.lt. SMIN) GO TO 3 

AsFTImF - FTM2 
7 IF (A.LF.PAlRDS/.14ft) bO To 35 
ACC= (SPtEn-ASP?)/A 
C 
40 C CHECK ACCELERATION 

C ^ 

IF (ABS (ACC) .GT.ALIM) (jO TO 35 
C 

C CHECK AVERAGE VELOCITY 
45 C 

AVG= (SPtEr*ASP2)/2,0 

VEL=PaIkUs/A 

XMIKSSPLEP . ■ - 

XmAx=AsH2 

5o IF (xmin.le.xmax) Go ru lo 

XN'Ax = SPt.Ep 
XKIN=ASP2 
]0 C=XmAx-XMIN 

IF (C.GT.SlIM (2) > 60 ru 20 



A-170 



55 1 = 1 

IF (.C'GT.Si IM 1 ) ) 1=5 
XN-AXsxMiiX + sTOLd) 
XK'TN = XMIN-ST0L (I) 

IF ( irisT.NF. n r;o to <io 

60 IF (PAlR.Nr,6) GO TO <ei) 

IF (xMlN.GT.0.0nl36) uO TO 20 

XfIN=n, 00136 
?0 IF ( vtL .LT.XMlN.OR.VEL.GTtXMAX) GO TO :^5 

lF(KK.F^J«n) HFTUWN 
65 KKsn 

C 

C CHArgGE SF'tEOS IF OLD WHEELBASE EOUal TO 9.2 
C 

FSPn (N »Lt J) =ASP2 
70 «SPn (NtUf J) =ASP2 

ASPFtD (^'l » J) =ASP2 

AXSpAr (N.| .JJsSP'^CE 

Hp TtHK 

35 I(- (KK.FU.1 ) KETUW^ 
75 '<'< = 1 

if(kkk.eo.i) hftuhn 

IF(ABS{AXSPAC(NiL.J)-Si.2).GT..01) RFlURN 
C 
C CHfiNGt SPEED AM) FkY AGAIn IF WHEELHASR IS EQUAL TO 9»? 



80 C 



ASP?=SPACf»ASH?/9.P 

GC TO 7 

END 



SUBROUTINE REMOVE 

SLmPOlTJNf ^vL^'OVt(L»^) 

CCM^'U^ lJl,LANF,TI^'^:^|^HR,I^JT^SfWLIM,sPnTUL,NFVcNT,FVTDFV(b4),Pf^, 
S IFV (64 ) 'Ni flfvjEt NUtVt lUEVrn (?<»«fr) • NAxLE S ((mfe) f N^LGAX (ftif,) ,FTNDEX 
J «HLTOON.SPFf-.U, FOLL0«. P^^ T I f" fc 1 6 , 6 ) , MwSPE n ( ^ , f, ) . nFLSPD, Cli C?t 
5 Sc3t Icn* TTM» STAKT(<*)f STP(4)t INTWV|(4), AXTIMF(l'.4,f,), 

SAXFLAg ( I7.4»b) . AXSPtI) ( I7»4«fr) • AXF^i^^Y (6»^) . 

} PalHt IlYPE* NFAlH. NovEh, IPLTN. AXCNT, FTImFi BTIME 

J«FSPEFn« PSPEEP. mqplTN.ci?, 

5NC»nSs (fttf-.ft) . IX(BO). lOVFH (17»4,f,) . T V T YPF ( 1 7 . & . 6 ) t lPHn(l7,4.6) 
10 J » IP| rcN ( 1 7,<»»6) . lAXLE ( l7,4»b) • FTM ( 1 7 1 4 , (S ) , F SPO ( 1 7 , 4 , ft ) , 

JWTM (nt'**!'.) « R<?P11 ( 17«4,6) . ASPEtO (17.4,ft) . VEHcNT(6t6)t 
lISTt^L>L (^f ^) . VFHLST, HLTTiM, VLIM, aLIM, PaIRrS. «;PLIM, 
SLANrHG (t,ft ,e) 

INTFGfP EVTijEV, RR» FlMOEXt PLTOON, START, STP, HlSTl, HlST?. 
15 5HIST3, HICT4» PAIR, ttXCNT, VEHCNT 

RFAL INTMS, ITM '' 

LOGICAL AXFLAG 

C(^M^^0k/MLK3/ AxEXYT(ci»f, )iFLTIMEiSPArE,AXSPAC(17i4«6)» 
JThFAO ( 1 7,^.,8) , SHEAG ( )7»4,(S) , I CODE ( 1 7 ♦ 4 , ft ) , A XTf)L , STDTOL , 
20 JlCd^f* FVTjwE (f,,ft) , IriST 

CCms'On /HLK4/KKK 

CCMM0N/^iLKq/LS,TAlL(i7,4t6)iBUF(22),NvFHfIVEH(75)«INr)EX(75»6) 

LOT^tCaL IKHFX 

UCUpLE RRFCISION TlNt,PRTlME»AXTIMF,AxENRY,FTlME,wTIMEfFTM,RTM 
25 ncn"LF PHFCISinN AxEat r,FLTlMt,EvTIME 

LrMi^ON/HLKll/ lTYP(73),NPRD(7b)»NPLT0M(75)iNAXL(7S),NC0nE(75)» 
JLN (ft»7S) tPFF (<?,6,7F5) 

COMMON /HLk 1 O/USPAIH (M) 



A-171 



30 C WtTU^^N IF CALL NOT FROM CHID 

C 

lF(KKK,tU,l) HETUKN 

IF (vEhC^Til »K) .F.U.O) HFTUPN 

JsVFHfNir (l.tK) 
35 OC 10 1 = 1, J 

C 

C cOf^PUTp ALLOWAbLE TIME 

C 
40 HtNCHA=VLTM«0.088/aS^KEO(N,L»K) 

Hl^JCHH=HU^rHA«nSPAIK(^)/300.0 

c 

C RtTlJKN IF NOT TiKt 

C 

45 IF (Ft Ii't-FTM (N.LiK) .LT.BUNCHB) REJUHm 

C/iLL (^FT ( TnvKH (N.L,K ) .K,NM,-705) 

IF (^|N.F^.. 1 ) 'in TO 5 

IF ( TAIL (N,L,K) .EU.O.U) REjUPN 

IF 'k •FO'Np/ilH) HtTUHN 
50 KK=K*i 

COLL f^ET (TnvEH (N,L,K ) ,KK,NN,-705) 
IF (NN.F^J.o) GO TO 7 
DC -i JK = Kk,NPAIW 

Call get (idveh (N,l,k) ,jk,nn,jj) 
55 if (nn.e^. 1 ) go to 3 

IF (mFF (4, jKi JJ) .EU.O.D) GO TO 7 
3 CCNTIMIE 
5 CONTINUE 

CiLL TAPOuT (lDVEH(NtL«K) fNPAlH) 
60 7 CCNTImjE 

VFHC'^T (L»K ) = N-I 
CflLi stDChk (N.L.K) 
10 CONTINUE 
HF TLHk 
65 END 

SUBROUTINE STDCHK 

3LMP0IJT1NF STDCHK ( I I ,I.,K ) 

CCHmOn Ul.LANE,TI^'F,"^^JR^I^T^'S»HLIM,sPnT0L.NeVC^^^T,FVT^tV(^4),PH, 
1 IFV (6/,) ,N| aiME, NOtVf lUEVCn (?4»6) » NAxLFS (^.,6) f Nf-'LG A X ( ^ . ^ ) , F 1 NDE X 
! iPLTOQN, Speed, follow, PRTlvEie.h), PBS^En (f.,ft) , HELSPD, Cli C?.t 
5 ?C3, Irri, TT^'i STAHTI*), STP(4), INTHV|.(4), A X TI ^'F ( 1 7 , <. , i<- ) . 

lAXFLAr, ( 17,4,6) , AXSPti) ( 17,4.6) , A XE'-iW Y ( 6 ♦ fr ) , 

J PAIW, IIYPEt nPAIH, NOVEh, IPLTN, AxrNT, FTIME, KTIME 

J,f-SPEFnt BSPEEn, mOPLTN,!)?, 

iNCPOSs (ei,f ,6) , IX(HO), lUvF^- ( 17,4,ft) » I VT YPE ( 1 7 , 4 . 6 ) , IPH0(i7,4i6) 
in J » TP| TnN ( 17,4»6) . lAXLK ( 17,4,6) f F TM ( 1 7 . 4 , iS ) , FSPn ( 1 7 , 4 , 6 ) , 

JRTM (l7,4,fr ) , RSPD ( l7.4,6)/» A SPEED ( 1 7 . 4 , 6 ) ♦ VEHCNT(6,6)» 
JI5TPUL (6,f^) , VEHLST, PLTTjM, VLIM, fiLTM, PAIRDS, SPLIM, 
JLANrHG {h,f.,^) 
INTEGER EVTOEV, PR, KINDEx, PLTOON, START, STP, HiSTl. HiST?. 
15 SHIST3, hKTa, PAIR, axCnT, VEmCNT 

Real intms, itm 
logical axflag 

CCMMOn/HLkI/ AXEXYT (•j»6) .FlTImE. space, ax SP AC (17,4,6), 
JThEAU ( 17,4 ,6) , SHEAO ( 17»4,6) » I COUE (1 7 , 4 , (S ) , AXTOL, STDTOl, 
20 JlCnWt EVTtmE(6,6)» I'ibT 

CCMv0n/PLk<J/L5,TAIl(W,4i6) .BUF (22), NyEH, I VEH( 75 I , INDEX ( 75, h) 
LCGTCfiL IrnEX 

DOU-^LE PRECISION TlN't,PRTlMEiAXTIME,AxENRY,FTIME,wTlME»FrM,HTM 
DCDpLE RHkcISION A*EAYT»FLTIMt»EVTlME 



A-172 



25 OIME.NSIGN 1TAR(A,4) 

DflTft ITAH/Ot<?»0»0»l»0i4»0f0»3«0»6»0i0,5»0/ 
NslAHS (II) 

00 s nn=i,nlane: 

IF (NN.Fki.i ) GO TO 5 
30 IF ( lAHS (NK-L) .NEt 1 ) UO TO 5 

Msvf^^CNT (KNiK) + 10 
lF(y.GT.l7) M=17 
00 3 LL. = l.M 

IF (flSPEtO (LLtNNtK ) ,L r.l ,E-4) GO TO 3 
35 IF{nAHS(FTM(N,LiK)-FrM(LL,NNiK)) t LT . • 086«STDT0L/ 

f flSPEEU(Ll-•^N^^) ) 60 TO 7 
3 CCNTlNUfc" 
5 CONTlMJt 
C 
40 C KO STHAnOLES FOUNO 

c 

RFTL»^N 
7 CCNtInijE 

iFdI.GT.n) GO TO 12 

45 C 

C SWflP CrnER Hi rs 

c 

IF (ICODE (LL.I^M.K) .GT.U) ReTLRN 
lConE(LL,NN,K)-ICODE(N,L»K) 

50 rftuRn 

c 

C INcREMfnT STRAODLt TABLES 
C 

12 LL=lTfl8(NN,L) 

55 11=0 

15 ISTBUL (l-L,K)=ISTHOL (Ul.,K) ♦! 
RETURN 
END 



SUBROUTINE RECORD 

SLHROuTINF HECOHO {NfL,J) 

CCM^'0^ UI.LA|^E,TI^t^NHR,INT^'S^RLIM,5PnT0L.NFVCNT,KVT^eV(^)4),PW, 
S IFV (64 ) »N| anE, NDEVf U)E\JC.D iZ'* th) , ^ A xLF 5 ( ft • 6 ) . NFLG fi X ( ft . ^ ) , F T NDE X 
5 .PLTOoNiSpFEU, follow, Ph( T I ^ E ( 6 . 6 ) , PRSPfn(ft.ft). (lELSPn, rii r2f 
5 JCl, IcO, TTWt ST'*HT('»), STP(4). IntPVL(4), ft X T I mf ( 1 7 , <h ft ) , 

IAXFLAg ( 17,4,6) , AXSPtI) (17,4,6) , A X^Ntv y ( 6 , ft ) , 

i PAIR, IfTPE, NJFAIW, NOVEh, IPLTN, AxCNT, FTI'-^F, RTIME 

i.FSPtFO, CSPEEO, MOPLTN.O?, 

5Nr»nSs (6,^ ,0) , IX(PO), IDVeH ( 17,4,ft) , I VTYPE ( 17,<*,6) , IPRr(l7,4i6) 
10 * » IPLTON ( 17»4 »6) ♦ I AXLt ( 17,4»6) » FTM(l7,4»ft), FSPfl ( 1 7 » 4 » ft ) , 

}RTM (I7,4,ft) , RSPU ( l7,<»,6r, A SPEED ( i 7 , 4 , ft ) , VFHCNT(6,ft), 
S ISTRDL (6,ft) , VEHLbT, t'LTTiM, VLJM, ALjM, PAJROS, SPLJM, 
iLANCHG (6,ft ,6 ) 

INTEGfR EVTDtV, PH, l-iNDEX, PLTOON, START, STP, MI5T1, HiST?, 
15 5HIST3, MIST4, PAIR, aaCNT, VEHCNT 

RFAL pjTMS, ITM 

LOGICAL AXFLAG 

CCM^'ON/riLKl/ AXEXYT (o, 6) ,FLTIME, SPACE, AXSPAC ( 17,4.6) , 
lTHFftL){ 17,4,6) , SHEaD ( 17,4,6) , I CODE ( 1 7 , 4 , ft ) , AXTOL, STDTQL, 

20 iIrnR» FVTrr^E (ft,6) • IrtST 

CCMMaK/eLKq/L5,TAlL(i^»4»6)«BUF(22),NvEH»IVEH(75)«INnEX(7s,6) 

LOGICAL Index 

CCMMOn/HLkII/ ITYP(7!3),NPRD(75),NPlT0n(75),NAXL(7S),NC0DE(75), 
5LN (ft»7S) tPFF (9,6, 75) 



A-173 



25 



30 



35 



40 



45 



50 



55 



60 



65 



70 



DCUBLf PRFCISION tin t'PRTlME'AXTIME«AXENrtY»FTIME»'*TIME»FTMf pTw 
DCUPLR HHECISION A XE a r T tFUT I ME , E V T I ME 

CONVtWT UNITS FOrt OUTPUT PURPOSES 

IF = 

A = FSPD(N»LtJ) « C2 

B = RSPU (^»LlJ) * C2 

C = ASPEtU(N»L»\j) • C2 

T(-EftU(N^L,J)=THEAC(^^L»J)/1000.0 
IF (PAIR.GT.D r,0 TO 13 
I IF = 1 

OtTEWMINE IF VEHICLE ALREADY IN TApLES 

DC 3 I=1»L5 

IF (ivFH(i) .EO.n) GO ro 5 

3 CCNTlMJt 
Slop '5S'^6 

5 IP ( I .f^T.NvtH) NVEhsI 

IvEw ( I ) =InvEH (NjtL» J) 

GC TO 2b 
15 IF (NVFH.L T. 1 ) r-iO TO 1 

DC 20 I=l,NvEH 

IF flUVFH (n ,L» J) •EQ«lwtH(I) ) GO TO 25 
20 CCNTlNUt 

GC TO 1 
25 IM)rX ( I . J) =.TRUE. 

IF (IF.F^''^) 00 TO 35 

ITyP ( I ) =0 

NPRQ ( I )=IPH0 (N,L» J) 

NPLTOn ( I ) rIPLTON (N,L» J) 

N/1XL(I)=IaXLE(n,LiJ) 

NCOGt ( I ) =TCOC)E (N»L » J ) 
15 IF ( ICcilt (N ,L. J) .Nt.O) NCODE (I ) =ICOnE (MtLi J) 

IF ( I AxLt (^ 'Lt J) .GT .NttALd ) ) NAXL (I ) =IAXLE (NiLi J) 



CALL TYPf-- 

I F ( n , f"' T . 
LN (Jfl ) =L 
BFF(1 , J. I 
BFF (2. Jtl 
BFF (3,.Jt I 
BFF (^, J» I 
BFF (5, Ji I 
HFF{6tJ»I 
BFF(7,J.I 
BFF (8, J» I 
BFF(9,J»I 



AXSPAC(N.L» J) «NAXL (I) ill) 
TY^^(I)) lTyH(I)=II 

= FTM (N,L,J) 

= a 

= rt Tm (N»L f J I 

= B 

= C 

=AXSPAC(NfLtJ) 

=THEAO(^»Lf J) 

=SHEAD(N»L«J) 

= TAIL(N.L.J) 



75 



M=IvTyPE (N»L»J) 

NCRCSS (L» J,K) zNCROSS lL«si<«M) 

HFTU^^^ 
END 



♦I 



A-174 



SUBROUTINE SUMARY 



10 



15 



20 



25 




DATA cut/a/ 
GO TO (1.=.). IFS 
30 1 IFS = ? 

DO 2 j=lt4 
FPON'(J) = START(J) 
2 CONTlNUfc 
C 
35 C COK'PUTE analysis HfcRIOO TIME INTERVALS 

c 

5 CALL mEI'^SfT (0iTO»4) 
DO l5 M=l,4 

TO(K) = TC(K) ♦ FHOf'(K) ♦ INTHVL(K) 
IF (TO (K) .L T.LIM (K) ) tiO TO 15 

IF (K.LF. 1 ) 60 TO 15 
TC(k) = TC(K) -LI'«'(K) 

TO (K-1 ) = TO(K-l) ♦! 
15 CONTINUE 

IF( To (1)«10*TO(2) ,Lt.24) GC TO 20 
TO (2) = To (2)-4 '' 

TO (1 ) = To (1 )-2 

ContImj^ 

IF (lSw.tU.2) GO TO 5b 



40 



45 



50 



55 



ii-iiow.tu.2) orj lu 53 
C 

C PRINT summary of VtHlCLE TRACKED 

C 

WRITE (OUT, 200 0) (IX(n ,I = U32) i FROM, To 
2000 FORMAT (IHI «30X.26HnlA(jRAMMATlC SIGNlNf, STUDY//4 ( 11 X t 8 A 1 0/ ) / 

jaiX.lSHANflLYSlS PEHIUij,2X,4li,3H - ,411///) 
WSTTt (OLT ,2001 ) NOPLTN 
20nl FCHf^Aj (1X,25HN0. PLAfOONS ICENTIFIEO =iI5//) 
CflLi MF'^^SfT (0,0»TOT» 12) 



A-17 5 



60 



65 



70 



75 



80 



85 



90 



95 



100 



105 



no 



♦ h<-'R0SS(JiI»1) 

♦ i><CR0SS(JtI»2) 



DC 23 I=1,NPAIR 

00 22 J=ltNLANE 

TaT(l,I)=TOT(l.I) 
T0T(2.I>=T0T(2f I) 

22 CONTlNilJt 
?3 CCNTlNUE 

WR!T£( OUT, 2002) <LiL = l»6),(I.(( (NCROSS ( I ♦ JiK) »K=1 »2) i J=l i%) ) i 
!Isl .NlAnE) 
20n2 FOWMAT (IX,50HNO. VEHICLES (BY TYPE) CROSSING EACH DETECTOR PAIR/ 
JlH0.*HLANF,6(feXi4HPAlH,I2,4X)/ 7X • f ( 3X , 1 3HAUT0 NONAUTO)// 
Jft (UiaXifedfeilSi?*)/) ) 
WRITE (OUT, ?o24) TOT 

20P4 FO«MAT(/lH f *T0TALS«tO (I6,iet2X)//) 

WHITE (OUT,? 23) (N TRACK (I) , I 1 1 = 1 » NPA I R ) 

20?3 FcR^'AT (lHn,I7.lXf«vEMICLEs TRACKED THwu«i I2i 1X«»THAPS») 

WRITE (OUT, 20 11) 
2011 FCH^^AT(lHi) 



PRINT LflNE CHANGI"<li SUMMARIES 



DC 
J = 



2012 



30 k=2,npair 

K-1 

WRITE (OUT,201P) K,Jf (L » L= 1 ♦ NL ANE ) 

FORMAT (//?6H0LflNE CHANGES BETWEEN DETECTOR PAIRS, I2»4H ANnfl2/10HO 
JFrOm LAi^E,i3X,7HT0 U a'nE/ 15X 1 6l 6 ) 

WRITE (OUT,?013) 
20l3 FcRi^^T ( IH ) 

6RaN'U = 0.0 

CALL f'E^'SFT (0»TOT»12» 

DC ?.'* I = 1,NLANE 

DC pt* J=1,NLaNE 

TCT,1,I)=T0T (1,1) ♦ LANCHGd tJtK) 

TCT{2,J) =TOT (2.J) ♦ L aNCHG ( I t J|K ) 

GRANDrGHANn+LANCHG(IiJ»K) 

CCNTlMJt 

DC ?S I = 1,NLANIF 

WHITE (OUT. 20U) !♦ (LANCHGd , J.K) ,J = l iNLANE) tTOKJ »I) 

FORMAT {Ift,9X, 716) 
pS CONTlNllt 

WRITE (OUT,??015) (TOT (2, J) ,J=liNLANE) 1 GRAND 
20]S FORI><AT (*»0TOTALS*»«X, /Ift) 
?0 CONTINUE 

: PRINT SUMMARY OF LANE STRADDLES 

WRITE (OUT, 2 04) (L, (iSTRDLd»L) tI = l,6),L = l,6) 
2004 FORMAT (IH] .lAHLANE S fnlADDLES/SHOP A I R t 22X 1 oVEHI CLE ORIENTATION*/ 
115X,«l-2»,5X,»2-l«,5X,»2-3»,SX,»3-2»«SX,»3-4»,5X,»4-3»// 

jedAftsxteTfl/) ) 

IF (NEvC'^T.EQ.O) GO To 35 



?4 



2014 



115 



: p^^int roDER hit sui'Imahies 

WfiITE(OUT,2005) 

2005 FORMAT (//15H EVENT COUNTERS/ 12H0DEvICE C0DE?5X» 7HN0 HITS// 
J) 

DO 33 1=1,64 

IF(EVTDEVd) .LT.l) GO TO 33 

WRItE(OUT,2003) EVTDt»/ (I) ,IEVd) 
20o3 FCRMAT(ir,I14) 



A-iye 



120 



125 



130 



135 



140 



1*5 



150 



155 



IftO 



165 



170 



175 



180 



33 CCNTIMJE 
•\5 CCNTlMijt 

IF (IHST.EC.i) fiO 



TO 



S"! 



cOmputf and pmint (JISTribUTIONS 



«;o 

2016 
2017 

2019 

201H 
70 

75 
20?n 



PO 
20?1 



P5 
20?2 



qo 



55 



DO c; 

DC 5 
CALL 
N = NS 
C4LL 

CALL 
CfiLL 
CCNT 

FCWf 
WKIT 

;4X ,0 
DC 7 

WWTT 
FCWf-" 
w^n 
FTRK- 
CONT 
Dc ' 
DC 7 
NSA^ 
WW I T 
FC^v 
WHIT 
DC P 
WUIT 

WRIT 
CCNT 

WWII 

WHIT 
DO '' 
WHIT 

WHIT 

CCNT 
WHIT 
FORf 

WRIT 
DO SI 

WHIT 
WHIT 
CONT 



1 = 1, 
J=l, 

mo^'Em 

vnr^EN 
E (OIjT, 

At (iHi 

E (OUT, 
AT («>0| 
S K F « N F 
1 = 1, 
E (OUT, 

A r (IH 

E (nur , 

A T ( I 3 , 

Inue 

"= 1=1. 

5 J=l, 
P(T«J) 
E (OUT, 
AT ( IHi 
E ( U T , 
1 = 1. 

E (ni^r, 

E (OUT, 
IMIE 
E (OUT, 
AT ( IHI 
E (OUT. 
b 1 = 1, 
E (OUT, 
E (OUT, 
IMJE 
E (OUT, 
At (IHi 

E(OUT, 
1 = 1, 

E (OUT, 
E(0UT, 
ImjE 



NLANF 
NHfllR 

T (NSAMP(IiJ) ,ASUM(1»I»J) ) 

J) - 1 

T (N,RSU^' (1»I,J) ) 

T (N,ThSUM ( i » I»J) ) 
T (N,SHSbM(l,I tJ) ) 

2016) 

,?OX,«>AHSCLUTE SPEED D I STR I RUT I ONS (MPM)«//) 

2 17) 

ANE«,3X,«Ptt[R«f4X,«SIZE»,4X,oMEAN»,4X,«ST0 OEVUTlONOf 

SS*»,4X»«KtHr0Sl5<*/ ) 

nlanf 

2019) 

) 

?Ole) (I tJtWSAMPd ,J) , (ASUM(KtI tJ) fK = l,ft) ,J=I,NPAI«) 

IH.I9<Fa.2.K13.2,F14,2,Fl2.4) 

nlAne 
npair 

= nSamp ( I I J) -1 

?020) 

,20X,«HELAriVE SPEED D I STR I oUT I ONS (MPH)»//) 

?ni7) 

NiLANF 

2019) 

2 18) (I,Jti>iSAMP(I,J), (RSUM(K. I,J).K = 1,4),J=1,NPAIH) 

2021) 

,20x,«TlME HEADWAY DISTRIBUTIONS (SEC)*//) 

2017) 

NLANF 

2019) 

20 IP) (I f JfNSAMP (I,J),(THSUM(K,I,J),K3l.4).J=liNPAlR) 

20i?2) 

,20X,»SPACt HEADWAY DISTRIBUTIONS (FT)«//) 

2017) 

NLANE 

2019) 

2018) (I,J.NSAMP (I ,J) t (SHSUm (K,I,J),K=1.4) ♦Js1«NPAIB) 



(SO 



RE-iNiTiALizE co^MijN' Variable for next analysis period 

NCPlTNsU 

Call vfi^SfT (0.LANCHGt^l6> 

CALL VEf^SFT (Of ISTHDL»:<h) 

Call mfmsft (0. iev»64) 

Coll VEf^SFT (0»NCHOSSii?16) 

CALL ME^^SfT (0,NSA^P,414) 

DC 60 1=1,4 

FhOM (I)=Tp( I ) 

lF(lSw.ECI,2) PETU«N 

IFdMST.GT.fc) CALL PNHA IL (NP AIR ) 

RFTU«N 

END 



A-177 



SUBROUTINE MOMENT 



SLhROuTINf MOMFNT (NNtSMM) 
OlMpNsiUN S^'M(4) 
UIMFNSION Sie(] ) 
Pf'flL MU(1 ) 
5 DATA NX/l/ 

SLMsSmM ( I ) 

SSQsSmm(2) 
SCUn=SMM(T) 

! SF0R=SMN(4) 

10 CALL mf^SfT (OtOiSMMt**) 

lF(NN,LT.n HfTURN 

SkM ( I ) =SUm/NN 

ML (1 )=5MM(1) 

SSQ=SSQ/Nk 
15 SCIjR = SCtJB/NN 

SKOW = SFU«/NjN 

a = MU (NX) **MU (NX) 

V/iRrSSO-A 

IF (VAR.LT.0.0) GO TO JO 
20 Sf'M(2) =SphT(VaH) 

SIR(1)=SMm (2) 

xx = cCuH-3.n*Mu (NX) «S3'j*2.o»e 

IF (y/AR.LT.l.E-7> NEIUPN 

25 Sr'M(j) =xx/ (vaH«»siG (imx) ) 

C = H«MU (f^X) 

XX=sKOR-*.0«MU(NX)»SCUB*6,0«A»SSO-3.0«C 
SVM(4) =Xx/(VAR«VAH) 

WKTU^N 

30 30 S^'M(2)=SMM(3)sSMM(4)»-1.0 

Ht"Tl-HN 

END 



SUBROUTINE GET 

SLqHOUTiNF GET ( NUM , H A I R tNN ,'j J ) 
IMEGpw RaIW 

C(;MvON/HLKq/L5,TAlL(i/i4.6).BUF(22) ,NVFH t I VFH (7S) . INDEX ( 7?; , 6 ) 

Kjrical Index 

5 CCM^^O^/hLKll/ lTYP(7b),NPRD(75),NPLT0K(75),NAXL(7S),NC0nE(75), 

JLN (f f 75> •PFF(9,6»75) • 

NN = n 

DC 5 I=1»KVEH 

IF (T^EHd) ,E(J.NUM) GO TO IQ 
10 5 CONTINUE 

7 NN = i 
RETURN 
)0 IF (.NOT'lNDEX (itPAIR) ) GO TC 7 
IF (JJ.EO.-705) RETURN 
15 JJ=I 

RftuRn 

END 



A-178 



SUBROUTINE TAPOUT 

SLRROL'TINf TAPOUT (Ntrt.NPAIR) 

CrMvON/HLKi/ AXEXYT(bt6) » FLT I ME i SPacE , AXSPAC ( 1 7 ♦ <* . 6 ) ♦ 
5ThFAU(l 7»4 tfe) » SHEAD (17.4,6) , I CODE ( 1 7 . 4 . ^ ) , AXTni., ST0TOL» 
SlrnH. EVTTMK (6,fr) » In.^T 

5 CCMyOM/HLKq/LS, TAIL (i/.4»6)»BUF (22). NvFHtlVFH (76). INDEX (7Sf6) 

LCGTCiL UnEX 

CCM>'Un/mLk1 1/ ITYP (7'3) ,MPHn(7b) .NPlTON (7t)),NJAXL(7Ci) ♦NC0nE(75) . 
JL^ (f«.7=i) .OFF (g,h. 7^1) 
CCM^ON/hLVlJ/ NSAyP(<n6)«ASLM(4»4.6)»HSUM(4,4.6).THSUM(4.4.fe)» 
10 JShSLM (4.4,A) .^T^<ACK (b) 

DClJpLK HWFclSlON Dl.Ui* 

CCMmOn/MLk7^STm 
iMtbER TstC.SFC 

Oru^LF ^-HFcISlON AXFayT,FLTIME,EVTIME 
15 DATA PSAVF/305.2i'*5/ 

C 

C SEARCH FOR VEHlCLt IN TABLES 

C 

OC 5 I = l.K'VtH 
20 IF ( iVfHd ) .EQ.NUM) Go TO 10 

5 CCNTlMIc 
RfTU'^N 
10 lF(NUM,EQ.n) HFTUHN 

25 C 

C OUTPUT VEHICLE PATa TO TAPE 



3Q 



35 



45 



C 



40 15 CCNTlMJt. 

17 IVFH(I)=0 



13 DC lb J=1,NPAIR 

IP ( ,NCT.lNf)t X ( T , J) ) iji) TO 15 
TSFC=(S1m*hFF(i,J.I))/1000. 
I (- k = T s E C / -3 f, 
TSFC=TSKC-IHW»3ftU0 
MlMrTSFC/AO 
SEC=TSFC-N'IK«60 

IK (PKF (S*.J,I) .FH.O.O) BFF(9.J.I)=8SAVE*11.P734 
BSavEzbFF (q, J, T ) 

w^'ITE(10) 1VEH(1),ITYP(I).LN(J,I) ,J.NPRD(I) .nPLTON(I) . 

JNflxL(T).(PFF(K,J.I).^=l♦S) ,nCODE ( I ) , IhR .MIN.SEC 

CCI■■t^ iMIt. 



19 



IF (KK.t-.^.n) 60 TO 19 
NTPACk (^K) sNTRACK (KK) ♦ 1 
IF (IHST.LT.7) GO TO 1-V 
IF (KK.ME.NPAIR) GO Tu 19 
CALL LP^^AlL (I.KK) 
CCNTlNUE 



C 

c re-imtialize Tables 

50 ' C /' 

DC 18 J=1,NPAIR 
18 INDFA (I.J)=,FAL5E. 
IF (I .N'E.NvE^-) HKTLHN 
IK {NVEHiEO.l ) GO TO (it> 
55 NNsNVEH 

DC ?.Q K=1.NN 
L=NN-K*1 

IF (IVFH(L) .ECI.O) 60 fO 20 
NVEH=L 
60 RFTL^N 

?0 CCNTlNUE 
?5 NVEH=n 

hetuWn 

END 



A-179 



SUBROUTINE TYPE 



SLHROUTINp TYPE('JHEEU.AXLE.TYP) 
C THIS SUMWnUTiNF UtTtHMINES THE TYPE OF VEHICLE DFTERMINed BY 
C AXLr NUMHFH AND WHEEL BASE DISTANCE 
iMtGER AxLEfTYP 
5 INTEGER CltC2 

Data cu^ia.o/ 

DATA 01^3/15,0/ 

oaTa z^f^f 

Data C3''3/ 
10 IF (aXLE«Gt.C3) go to bOO 

IF (WHEEL. (5T.C1«5) go fcj 40o 
IF (InHfeL.lt. CI?) GO ro 100 
lF(ttXLE.GT.C2) 60 TO JJQ 
60 TO 20 

15 InO IF (aXlE»Gt.C2) 60 TO JOO 

TYP=1 

IF (wHEEL.LTtS.S) TYP = 

hetu^n 

2no Typ=2 
20 Hf-TLHN 

3n0 Typ=3 
hftuWn 

4n0 TYP=4 

hftuhn 

25 5oO TyP=5 

RFTUrtN 
E>D 



SUBROUTINE MEMSET 



SLhROuTINf MEMSET(A»blfN) 
DIMFNSION f5(N) 
DC 10 1=1, N 
B(I) = A 
10 CONTlNUfe. 

retuWn 
End 



A-180 



PROGRAM LISTINGS - POST ANALYSIS 



A-181 



PROGRAM DUMDUM 

PWORH/sM UijMDUM (INPUT«l30»OUTPUTiTAPE5=lNPUTtTAPF^^OUTPUT» 
JTAPrlni rAP|.:12) 

CCMMUN/HLKjO/NMANiHC(H«20)»ND(20ltT»P(?»4n«?0)tLflN(2,40t2n), 
JEXIT (f ) . IfHN (24) »ISLM(?0) 
5 COMMON, /HLK31/LN (6) .SHU (6 ) ^HE AO (fe ) « Tfl IL (6) . WHEEL . JCD » NXL . lEOFi 

JTt-EAD (ft) 

CCM»/ON/BLK3?/lTHRU(!5ti)»lEXlT(5.3)tNVL(5»?nt3).NH(10ifctft), 
5Nkn(l0.6»(t),lTOT(5»3)«IALL(3»3)»LCl?3(?) 

CnMN'UM/HLK33/ NMAT tNarATE.?EWOiSPHNn(?0) »HDn(2tfe.lO) ♦ TLL ( ? i ft i 1 ) t 
10 JlVT(b,10),l.Cf'N(10).MANV(<?0»10)fIEXTH(lO)tXMAT(2n,?0»in).lTRl(10)» 

SITW?(lO> 

CrM^'a^J/HLK3<^/HAHS{S0,<^,24),|-Rt.L(50,<^,?A),HTIMF(*".^f?*)» 
JHSPACE(l00l^^24)•^■SI^t(4l^4) ♦HSUM ( 4 , 4 , 24 ) , HSMSQ ( 4 t 4 » 24 ) 

CrMf^UN/HLK35/ IHlSTtlHEAD 
15 CCHi,/ON/HLK3ft/TIME(6.^0 0)»NCCUNT(200)»SUMVEL(200).^'NTR(200)» 

iHTlME(ft)»FTIi''E(fe)« ICtN.SPEEC (6.200) 

CCMM0N/HLK3^/IPH0P.IbURE»THAZ(10) .IPMFP(ln) .ITHMaN(lO) .lOTHFR(lO) 1 
SHni(4)»hl)?(4)»nATE.RtKAFT,ASP0(4»ft)»'^';Z(4.ft).ISWM6)»ISW2(6)i 
}I5W3» ISw'*, ZALF 
20 COMfUN/HLKSri/ IV0L15 (4f 30) »NLANE»I1'SFlG.V0LHR(4.1.6) » 

JAH5PU{?0.->,fe),SHTlME.()ELTlM.TAB4(l6»6,4) 

CCMMUN/MLK3 9/GHPH(3.a»2) » GRP <► ( 3 ♦ A , 2 ) ♦ SAMP (3,2) ♦PRL(3.2) » 
SCnNH'*(3»'»,2)»CnNK«(3»M,2),ILlMtINCR('»).START(2) .STOP ( 2 ) . STM . TL I M . 
SITM(2) 
25 CCMMUN/HLK40/IPNOPT 

LOGICAL FswTCh 

REAL INCH 

INTEGER HnTH 

IMfGf« HfiPS.HWEL.HTIME.HSPflCE.HSiZE 
30 InTF^jFR XMAN(?n) 

Integer nk/an .Nn . THp.laN.ExiT 

DIMpi^SION ITH(?.^.2) .LLH(32) 

OJMFNSION flA (4) .HH (4 ) 

INTF('FR START. STOP 
35 DlMpi^SlON Tl2(l) 

ECuIvALtNCE (Tl2.^MAN) 

NAMELlsr/PAHAN'/NMAN».v(;'^AT.NSTATE.TLIM.TNCR»lHlST. IHEAD.IDEN. 

!L6HfL,nLAnf.IPR0PT .liaFLG, 

iSL OwKR, 
40 5IPW0H, ir.ORF,lLcL.lHAZ.IPHEP,ITHMAN,lOTHER.ZALF»ILTM 

DATA LflHEL,IRROPT.FRNriM.ll5FLG.NLANE,SRTlME/liO.-l.E10tl»3.0,0/ 
OATfl ITri.7ALF/7.5.6.J.4t2.1»8fl,96/ 

Data inch/2. 0.2.0. ,5.15./ 

DfTA TLlM/i.O/ 
45 UATA SLOWFR/-5.0/ 

Cali ftnbtn (1 .n. DUMMY) 

ICC = 

TSAVE=n.O ^ 

If 0F=2 

50 ii-isr = iMEAO = o 

CALL MtMsFT (-1 .0. TIME. 1200) 
Call MtMsET (0.0.NCCUHT.613) 
Nf;FN = o 

LC1?3(1)=| C123 (2)=0 
55 REAn(5.1002) HDl .HD2 .UAIE.^EFAFT 

I0n2 FCR^'«T ('♦A] n/4A10/A10/ttlO) 

Wh.ITE(fe.2pn2)Hni .H02.i)ATE.BEFAFT 
com FCH^^AT (IHl ,4Alo/lH ftAlO/lH lAlO/lH .AlO) 

RE AU (S ,HAraM ) 



A-182 



60 



65 



70 



75 



80 



85 



90 



95 



100 



105 



110 



115 



120 



IF (LApEL.^E.l) GO TO 1 
«Rftn(10) LLB 
wf«ITt(U) LLO 
w«ItE (6»lon5) LLB 
1005 FCRvAT (lHn///(lX»8AlO» ) 

1 CCNriNUE 

OC ? I = U?00 

2 HMR (I )=1 

IF (ILIM.EO.C) GO TO <♦ 

NEAD(5il0n3) ITM 
10n3 FORMAT (3I?tlXf ?I2) 

i^WITfc {6» ln04) ITM 
10n4 FCW^'AT (lX,?I2,iXt2I2) 

STM=lTMll)'»3600000 ♦ I TM < 2 > "60 00 

UC 3 I=1.ILIM 

WFftn(5»ion3) START, srop 

WRITE (*5» InO*) START, i»roP 

AA (I )=sTApT (l)»3f>000Oi) ♦ ST ART ( 2 ) «6n 00 

HH (T ) =ST0P (1 ) «36()000U ••• STOP <2 ) •60000 

AA ( I ) =AA (J )-STM 

BH (T)=«H (T )-STM 

3 C^NtImJE 

4 CCNTlNUfc 

CALL RncARn 

C/\LL ROAMflT 

IF ( ylJFN.Ec.n) WRITE (b, 1000) 
lOoO FCRr'AT(lH),eX,ttTIMt**»^X,»AVG SPEED* • 5X , •qENS I T Y» , SX , •fLO^*/ 

J9X,<»SeC**»oX,*MPH»,11a,»vPm«,6X,«VPS*/) 

5 CALL RnvtH (TT,THW,MIiv() 
IF (TEnF.NfT.l ) 00 TO rt 

. 11 UELTls'=(TcfiVe-SRTlME)/3.6E6 
wmItE(12) (T12(I ) #1=1,37238) 
CALL PR^Oi 
. CALL PRMlsT (INCH) 

Call pr'^t 

CALL PRaMaT 

CALL PHPHpP(GRPH,C0NKM,GHP4,C0NF4,sAMP,UBl,?) 

Call PRPHnp (Ghph(1,1,^) ,ConF8(1,1,2) »f'RP<f ( 1 , 1 ,2) .f^ONF^ (l , l , 2) , 
JSAMP ^\,^) ,DBL (I t2) «1 » 

CALi prSmry 

SroP 77^7 

8 Call type (wHEEL»NXL,I I ) 

IF(ILIM.EC.O) fiO to / 

DO ft I = l,TLlr^ 

IF (TT.r,T.PH(I) ) GO TO 11 

IF (Tr.GE.AAtl) ) GO TU 7 
ft CONTlMjE 

GO TO S 
7 CONTINUE 

IF (cRTIME.EO.O.O) SRflM^ = TT 

IF (TT.GT.TSAVE) TSAVt = TT 

DC 12 .J=l,ft 

IF (LN(J) .FQ.O) GO TO J2 

IF (lLcL.Er!.3) LN(J)=LN(J) ♦I 

L = LM (J) 

II = IT 

IF (IHeaO.N'F.O) GO TO 14 

IF (jCO.EQ.n) GO TO lU 

Jtn=MrD(JrD«loo) 

UC q 1=1, ?4 

IF (iFRNd ) .LE.O) GO f'J 10 

IF (jCn.^E.IFRNd) ) Go TO 9 

II = IT *^ 

GC TO 10 



A-183 



125 



130 



135 



140 



145 



150 



155 



160 



165 



170 



175 



180 



185 



9 

10 



14 



17 



IH 



1<J 



CONTlNUt-. 

Nh ( II ,L' J) = IMHdItLtJ) ♦! 

IF (Ht/\o( J) .EQ.O.O) GO TO 12 

IF (THf AiJ ( J) .LT.TLIM) NHD (II»L»J) 

CCNTlMJt 

CCNTlNUt 

00 18 1=3,6 

IF (LN(I ) .^E.0) 60 TO 18 

IF (ILCL.NF.3) go to 17 

IF (T.EQ.fe) GO TO 18 

CONTlMJfc. 

IF (LN( I-l ) .m.O) 60 ru 5 

CCNTlNUt" 

IF (LN(1) .hiF:.0.OH.LN(<i) .NE.O) GO 

J = 4 

IF (LN(4) ,FO.O) J = 5 

CALL INTtpP (2»Tt J) 

IF (AbS (bPp (S)-SP0(3) ) .GT.10.0) SPD(2) 

IF (LN(ft) .NF.O) GO TO <tQ 

IF (TLCL.NF .3) GO TO <i1 

IF (LN(4) .Fa.4) GO TO 

IF (I N(>s) .FU,4) 60 TO 



NHndlfLiJ) ♦ 1 



?4 
?5 



?0 



?1 



27 



?9 
31 



TO 19 



:SPD(3) 



24 
^5 



LN (f ) = 1 

spn(6)=5o.n 

ThF/lU (^) =P ,0 

Tflli (f )=3n00t 

HFan <6) =lnoOt 

IF (LN (5' t^E #0) 60 TO tiO 

LN (c) = 1 

SPD (b) s'iO. 

T h F fl IJ ( 'i ) = P . 

Ttli (S) =3p00t 

HF AD ("S) =1 n00» 

Gc TO ?0 

IF (LN(S) .FQ.O) GO TO S 

CCNTlMJE 

LN (6)=LN(t;) 

Js4 

IF (LN(4) .FO.O) J=3 

CALL INTEPP (6, J»b) 

CCNTlMJt 

OC ?l 1=2,5 

IF (LN(I ) .N'E.O) GO TO ill 

LN (I)= (LN(l-l) ♦LN(I*1) ♦l)/2 

CfLL INTEPPd tl-l»l*ll 

CONT iMjt 

IF <LN(l' •KE'O' GO TO 27 

UN (1 l=I.M(?) 

Call INTErp(1,2,3) 

IF (ABS(SPn (1)-SPD(2) ) .GT^.IO.O) SPD(l)=SPD(2) 

LC=1 . - 

IF (jCo.eU.D) 60 TO 31 

DC ?') 1 = 1,24 

IF (IFRN(I) ,LE.O) 60 TO 31 

IF (jCn.NE.IFRN (I) ) GO TO 29 

Lr = 2 

FPNTlM=FTlME (1) 

ICC=ICC*1 

6C TO 31 

CCNTlNIJt 

L=LM<6) 

fswtchs, False, 

IF (ABS (FHnTIM-FTIME(I) ).LT,60000.) FSwTCHs.JRUEi 
IF(E<IT(L) .LE.O) GO lU 34 



A-184 



190 



195 



200 



205 



210 



215 



220 



22^^ 



230 



235 



240 



245 



250 



no TO si 



-♦5 



40 



ixxrl 

IFXIT ( lTf?)=lFXlT(IT» J) ♦ 1 
If^(FbwTCH) ItXiT (IT«LC)=IEXIT (IT.LC) ♦ 1 
GC TO V 
74 ITHpUdT ,-3) =ITHWU(IT. i) ♦ 1 

iF(l-btoTCH) ITH«U(lT,Lc)=lTHFU(ITtLc) ♦ 1 

IXX = 2 

?7 C/iLL MF^*5fT (0,XMAN,2i)) 

IF (L^d ) .FO.LN (2) .aNl>.LN(2) ,EU,LN(3) ) GO TO 41 

LC1?3 (I^X) =LC1?3 (IXX) ♦! 
41 CCNTlMjt 

KK=KMAN=0 

IF (NMaN.Eo.O) 

UC 50 1=2.6 

OC ib J=l,NMAN 

II=ISlm<J) 

GC TO (iH tTHi39) I II 
38 iFtU.Nt.TXX) GO TO 
79 NN=rvD(J) 

DC 40 K=1,MN 

IF (iWP ( 1 'Kf J) .NE.I-1 ) GO TO 40 

IF (THp (?fK,J) .ME.I) uO TO 40 

IF (LAN (1 ,K. J) .NE.LN ( i-1 ) ) GO TO 

IF (LAN (<e»K, J) .NE.LN ( I ) ) 60 TO 40 

NVL ( IT , Jf •») =NVL ( ITfJ«3) ♦ 1 

IF(FSwrCH) NVL (ITf JtLC)=NVL(IT.JtLC) *\ 

KKrKK* 1 

X^ftN (KK ) =J 
40 CCNTlNUt 
45 CONTINUE 
qO CONTINUE 

Kt'ftN^KK 

51 If (^M/^T.Er .0) r,o ro 105 

DC 100 ^=1 .NMflT 

IF (I VT (IT,K) ,EO.0) GU TO 100 

IF (LCFNIK.) .E0.3) GO lU 53 

IF (LCFN (K) .NE.LC) GC TO Ino 
«;3 IF (lEXTH (K) .EQ,3) GC 10 55 

IF ( lEXTH (K) .NE.IXX) cj(j TO 100 
55 IF (KK,fr^..n.flNn.MfiNV (1 »K ) .E0.2) GO TO ftO 

IF (VAN V (1,K) .EQ.3) 60 TO 60 

IF (kK.EG.o) Go TO lOO 

DC c8 1 = 1. KK 

I I=XMflN (KK ) 

IF (VANV ( It ) .EO.l ) GO TO 60 
e;8 CONTINUE 

GO TO 100 
60 00 6b J=l ,6 

IF (HEfln(J) .LT,HUD(1»-J»K) ) 

IF (HEAn(J) ,GT,HDD(2»J.K) ) 

IF (TAIL (J) .LT.TLL ( 1 i J.Kf) 

IF (TAIL < J) .GT.TLL (2»J»K) ) 
65 CCNtINUE 

I 1=1 Tri (K) 

I?=IT«? (K) 

CrtLL ST/.Tf (S^^n (U ) .Ibl) 

CALL STATr (SPD ( 12) . Ib^) 

X^'AT(ISl»TS2»K)=X^'AT(lSl»IS^tK)♦l,n 
loo CONTINUE 
ln5 IF (IhlsT .h F.O) GO TO 125 

iF(rSwTCH) GO TO 110 

IF (ICC.GT."5) 60 TU \d^ 

IF (AbS (F-^^nTIM-fTI^E ( 1 )) ,LT, 180000. ) GO TO 125 
llO CONTINUE 

J=2o(LC-l) ♦ IXX 



GC 


TO 


100 


GC 


ro 


100 


GC 


TO 


100 


GC 


TO 


100 



A-185 



255 



= 60 



?65 



?70 



?75 



?80 



?85 



?90 



295 



300 



305 



310 



315 



uc i2n ^=1 ,h 

IF (THFAO U ) .EQ.0,0) liO TO 120 
K=4«(K-1) ♦ LN(N) 
HSI^fcC J»K)=HSI7E<J«K> ♦ I 
CALL SUf'Up (5Pn(N) iliJ.K) 

I = s^^O(^l)/T^cW(l ) 

C/lLL ICHK(I.50) 

HflRS (I . J»K ) =HAflS (I » JtK) ♦ 1 

PkSptn=l-hftD(N)<t,6eieiWl8lfl/7HEA0(N) 

DEL5Pn = ^'W?Pi-.U-SP0 (N) 

IF (pElsp'^GI .bn. ) DELb(JD = 50.0 

IF (nt-LSPo.Lr.-so.o) utLSPoa-so.o 

CALL SUHUp (ntL5Pt)»2iJtK) 

0ELiiPD=l3tl SP0*?B.«INCH(2) 

I=DEl-SPU/lNCR(?) 

CALL ICHKfi.SO) 

H^iEl (I ,J»K)=HHEL (I .JfK) ♦ 1 

CALL SUMUp (THFAD(N) tJ.JtK) 

I=THEAn(N)/INCR(3) 

Call ichk(i,40) 

HTIMEdf J,K)=HTIME (IiJtK) ♦ 1 

C/^LL SlJf^Up (HFAn (N) ,<, t J,K) 

IsHFAc (M /INCH (A) 

CALL IC^^t^ (I«100) 

H5PACF (I iJ.K)=HSPACE (l,JtK) ♦ 1 
1?0 CGNTlMJE 
1??5 CCNTlN'Ut 

IF (lUFN.Ec.l) GO TO I'lS 

K=MOU (NUE^ «200) ♦ 1 

K = pnTr (K ) 

NrE^=^r-)tN♦ i 

N=MOD (NOE^ »200) *l 

MsPNTH (N) 

IF (llME (1,^) .EQ.-l.O) GO TO 130 

L)eN = b?RO.<tNCOLNT(f^)/lbOO. 

VFL=SlmvEL (M)/NC0UNT (m) 

FLOu.=^CCU^ T (M)<t 1000./ (TIME (tiM) -TIME (1 |M) ) 

TT = Tl'^F(6t''')/innn, 

WPJTE (hUonl ' TT»VEL»UEN»FLCI« 
lOnl FCP''^T(Fl-'.2,Fl2.2,Fl3.2,FlO,'») 
130 TIME (l.fOzRTlN-Ed) 
TJMF (f,,M)=FTlf^F (fr) 

CALL ^E^0vE(NTIME(2)»TIHE(2fM)»4) 
NCOi NT (M)-j 

SLMVtL {f*) =SPD (f) 
CALL ME^UvE (SPDf SPEEUd.M) ,t) 
IF (Tlf^E(l,M) .LE.TIME (liK) ) GO TO 135 
CALL ENTEp (M,N-199»N-1) 
GC TO 165 
1?5 I?=N-? 

Il=^-l9fi ''■ 

or i<»n 11 = 11 '12 

LL=I2-II*I1 

LS=LL 

IF (| L.LT.l ) LLs:LL*200 

K« =piMTR (Ll. ) 

IF (TlyE (1 .M) .GT.TIME (I .KK) ) GO TO 145 
UO CCNTlNUE 
U5 CALL ENTER (M.N-199»Lb) 

IF (LL.EfJ.20n) LL = 

ll=llm 
ls=ls*? 

DC lisn I=LS»N 

JrN.I+LS 

L = J-1 



A-186 



320 



325 



330 



335 



340 



3*5 



350 



355 



360 



365 



3 70 



?75 



38(1 







IF(J.LT.I) J=J*200 






ir(L.LT.l) L=L*200 






PMH (J)=PN'TR(L) 




150 


CCNTlNUt 

PMR (LL)=M 

DC V55 lIsLS.N 

L=II 

IF(L.LT.I) L=L*200 

L=PnTr(L) 

CflLi ENTEr(L»LL»LL) 




155 


CCNjlNUt 




U5 


CCMTlMiE 

IF- ( IPRO^^.FQ.I ) GO TO ?30 

C/\lU r'FMSFT (2»ISW1,H) 

I5S1=ISS2=2 

00 \ 75 J=l f 6 

I=LN' (J) 

NSZ(ItJ)=NSZ (I»J)*1 
ASPn(l,J)=ASPD(I«J) ♦i>PD(J) 

A(- = flSpn(i .j)/Nsz (lij) 

IF (SPn ( -D-flH.GT.SLOWtH) (iO TO 173 

I?Wl (J)=l 

ISS1=1 




173 


IF (THEAU(j) .GT.TLIM)- OO TO 175 

ISW? ( j)=l 

ISS?=1 




175 


CCNTlMJt 

[IC IBO J = ?.6 

IF (IAns(L.^ (J)-LN(J-l) ) ,GT.J) I5W4 = 1 

IF (J.F0.2) GO TO IflO 

IF(IARS(LK(J)-LN(J-2»).GT,1) ISW4»1 




IflO 


CtntInuE 

DC Xi?5 KK = l,2 

IF (KK.FO.i ) Go TO 16H 

IF (AriS (PTtME. (D-FhNTiM) ,(3T,e0000t ) GO T 

II=|C 

GC TO 170 




ue 


II = IT 

if(ti.gt,?) ii=? 




170 


SAMP(II.KK)=SAMP(IIf^^)♦l,o 

if (ISlgA.Ec.l) DBL(II.KK)=DBL (II.KK)*1,0 


c 
c 
c 




IF (jGORK.rQ.l ) GO TO 190 




POPF SfT-UP 



225 







IF (KMflN.EC.O) GO TO ^10 
DC, 185 1 = 1 t 10 






IK (IHfiZ 'I ) ,FQ.n) GO lU 210 

DC 183 J=i ,KMAN 

IF ( MflN(J) .NE.IHAZ (I ) ) 60 






ISW3=1 ^ 
GC TO 210 




1P3 

le5 


CCNTlMlE 
CCNTlMIt 


c 




GC tO 210 


c 
c 




G-? SET-UP 



TO 183 



Iqo I?w3=isw4 

JJ=4 

IF (KMan.EO.O) go to tH\B 

DC 195 1=1,10 

IF (IPRFP(T) .EQ.O) GC TO 

DC l93 J=l ,KMAN 

IF (XMflN(J) .NE.lPPtPd ) ) 



196 

GO TO 193 



A-187 



T85 



?yo 



3^5 



400 



405 



4lO 



415 



420 



425 



430 



435 



440 



A45 



GU TO 201 

Go TO l98 



2oe 

GO TO 208 



JJ = 1 

GC TO 2nR 
lq3 CRNTlNUt 
lq5 CCNtIMJE 
1<?6 DO ;00 1 = 1 f 10 

If (IThm4N(I ) .EO.O) 

DC l^e J=l .KMAN 

IF (XMAm( J) .nE.ITHhAn (I) ) 

JJ = ? 

GC TO ?0 8 
lq8 CTNTlNUfc. 
?n0 CrNTlMJfe 
2nl DC t05 1=1,10 

IF { IUTHEH(I ) tEO.O) GO TO 

DC ?03 J=l ,KMflN 

IF (XNiflM(J) .NE.lOTh-ER 11)1 

GC TO 20B 
2n3 CrUTlNUt 

?n5 CcntU'IiE 

2n8 GhP4(II'Jj»'<t<)=GHP4(U»JJ»KK)»l,0 
2]0 JJ = lT(j ( IFci , ISS2. ISWJ) 

GhPP ( I I « Jj.KK) =GWP8 (il,JJtKK)*l,0 
2?5 CrMTlMit 
2?0 CTNTlMjE 

IF ( IGCHt . Fg.O) GO TC 235 

I? = t3=I'» = ? 

IK. ?33 J = ?,6 

IF (LN (J) .PT.LN (J-1 ) ) 12=1 

IF (I N (J) .L T.LN (J-1 ) ) I3=l 
213 CC^JTI^IJt. 

I f nv=l 

If(T2.FiJ.l) Ifl('>V = UOv*l 

IF ( 13. Et^' 1 ' I flDV = I ACV*2 
2T5 J = 40 ( IHH-p ) ♦ (yiN/15) ♦! 

I=L^(1 ) 

IVOLI'^ (1 »J)=I V0L15 (I»J) ♦* 

JJ = T T 

IF ( JJ.GT,?) JJ = 2 

DC ?bn J=l tb 

I=LN (J) 

VrLHK(I,Jj + l,j)=VCLt-H(I,Jj*l,J)*l.o 

K = s<> ( I-l ) ♦ 1 

AeSPL'(Kil,J)=AHSPD(K.i,J)+l,0 

Cz-.LL Slif'PP (SPd (J) tfies^'DC^ + ltltJ) ) 

IF (6KS (F Time ( 1) -FhNl iM) .GT.fOOOO. ) GO TO ?3« 

II=I.C*1 

fiFSHU(K^II,J)=4BSPD(^,II^J)♦1.0 

C/iLL SUfPP(5PD(J)»AHbF'D(K*i,IItJ)) 

11 = 1 

IF (Ibtai ( J) ,tU.l ) II = I i*2 

IF (TSy.2(J) .tO.l ) II = 11*1 

IF ( IGCRE.FQ.l ) GO TO 240 

TAR4(K*IItJ»IXX)=TAB4(K*IItiw«IXX)*1.0 

GO TO 250 

240 IF ( I Acv.Er',4) K = 

TAH4(K*lI,J»lADV)=T/ib4(K*II,J|lADV)*1.0 
2=i0 CONTINUE 

GC TO 5 

END 



A-188 



SUBROUTINE RDCARD 



slhrOutimf hucaru 

C This PHUfipflM PFADS THt INPUT SPECIFICATIONS FOR MANEUVER 
C DEFINITION AND PHlNTb OUT A RECOHD OF THIS INPUT 

C^.M^^U^/HLK^0/^wAN,H0(M^20)♦^D(^0)♦TRP(?t40♦^0)♦LAM(2|<^0f2n)| 
5 SEXIKfe) tlFRN (24) ilSLM(20) 

iNTftiF.H N'/ftN,K(5,THP«LAN»tXn 
DIMFNSION NAME (3) 
DATa NAi^t/4HEXIT»4HTHHUf3HALL/ 
lOOO FCRmAt (21?) 
10 IF(NMAN.EC.O) GO TO 170 

DC 50 K=l,Nf^AN 
HEAD(5il0ni) (HDd.K) flsLe) 

loni fcp^'At (8A10) 

HFAD(5»10nO) NO (K) ,Ii)OM(K) 
15 IF (ISLM(K) ,LT,1) STOP 1001 

NN=nD(K) 
DC *»0 J=l,NN 
RFAn(5.1002) (TRP(II»JtK)»II=l»2).(LAN(IJ,J,K),Ij=i,2) 

I0n2 fcrmat (bi:i) 

20 40 CCNTlMjE 

FO CONTINUE 

WRITE ((S»2000) NMAN 

2000 FORMAT (»1N'UI^BER OF f'ANUEVERS NEQUESTEd = * » I 2/ ) 
DC l!30 *< = ! iNMAN 

25 II=lStM(K) 

WKiTt (^t2ool) Kl(HD(^^tK), KK=1 »8) ,NAme ( 1 1 ) 

2001 FCRN'AT (*»Ok'ANUEVER «tX2»« IS •♦8A10/« SUMMARIZED FOR* , 1 X i A4 , 1 X i 
J»VEh1clES«) 

NKrND (K) 

30 WhiTt ((S»2nn2) 

20n2 FCR'^AT (*0 FROM ThaP TO TRAP FROM LANE TO LANE*) 

DO 140 J=i ,NN 

wmTt(f,.2on3) (THPlII»JfK),n = lt2).(LAN(IJ,J,K),lJ = l,2) 

2003 FCRt'ATI^O « . 2X , 3X , 1 3 t bX 1 13 rSX » I 3 1 6X ♦ 1 3 ) 
35 140 CflNTlMlF. 

WKlTt(6«2on4) 
i:004 FCR^AT(♦*Ot>,//) 

lc;0 CCNTlMit 
170 REAP (5,100?) EXIT 
40 RFAr!5,10n3) IFRN 

1003 FORMAT (2a (I2»1X) ) 

WH lit (ft,2n05) 
2005 FCRWAT (*'0FXIT TABLE LANE YES/NQ*) 
DC '■00 L = 1 ,6 
45 wf.lTL(6»2nn6) L«EXIT(L) ^. 

20n6 FORMAT (<»0<tt 12X,I3»3X, 13) 
200 CriNTlNUt 

WRlTE(6»2n07) 
-:0n7 FCRMAT (*0fOREIGN VEHICLE CODER BUTTON NUMrePS») 
50 WfilTE(6t2o08) (IFRN (L)tL=lt24) 

20o8 FORMAT («0«,24(I2f IX) ) 
END 



A-189 



SUBROUTINE RDXMAT 

SLRPOUTINF HOXMAT 

CCMN0r«i/HLK33/ NMAT|N:»IATt,zEROf SP8N0 (?0) fH00(2i6»1 0) » TLL (?»6» 10) ♦ 
JIvT (5,10) .LCFlvdO) ,KANV(20tlO) i lEXTH ( 1 ) i XMAT (20 .?0 1 1 ) » ITRI ( 1 ) » 

J I n? ? ( 1 n ) 

5 CALL mE^SfT (0,n»XKAT»<»000) 

lOnO FCRMAT(*0I?) 

IF (KMAT'Ep.O) RETURN 

ZFRO=0.0 

RK An (BtlOni) (SPBNDd) ,I = 1»NSTATE) 

10 loni fcrmat (8F10.0) 

DC -rS I = 1,^MAT 

RFAn(5ilOno) LCFN(I) tlEXTH(I)fITRl(I) fITR?(I) 

HEAD(5fl002) (^'ANV{J.I),J = l,20) 

RFAnCSilOn?) (iVT(Jti) tJsltS) 
15 1002 FCRmAT(80i1) 

HKAn(5.10o3) ( (H0D(J»K»I) i Js I ^2 ) tKsl ift ) 

RF An CiilOnS) ( (TLL(JtKf I) ij«l»2) ♦K = l»6) 
1003 FCRN'AT (6F10.0) 
p5 CCNTlNUE 
20 HFTUHN 

END 



SUBROUTINE RDVEH 

SLOrOut !'>•? HDVFH (TTt IHR,IMI^ ) 

CnMvON/BLK3l/LN'(6) , $►'1) ( 6 ) t HE AD ( 6 ) i T A IL ( 6 ) , WHEEL t JCD iNXL , I FOFi 

JTHEflU(fe) 

CCMf/0N/BLK36/TlME. (6f<;oO) »NCCUNT(200) iSUMVEL(20 0) .HNTR(20 0) , 
5 JHT ImE (^) ,FTIME (6) nCtNtSPEEC (6,200) 

iNTtGER ^^TR 

OIMpNSION IN(20) ♦FN(<!0) til (20) 

EQUIVALENCE (IN, FN) 

IF (IEOF.Nf.2) go to I 
10 RFAn(lO) TI 

IN (]' = II (1) 
2 CONTINUE 

IF (ltOF.EG.3) GO TO lb 

DC 3 I = li(«. 
15 3 LN (I) = 

IFOf=0 

NCnT=0 

WhEFl- = 0'0 
5 IF (11 (1) .NE.IN(I) ) Gu TO 50 
20 DC 7 I=1»?0 

7 IN (T)=Ii (J) '' " 

J=IN(4) 

Jcn=lN (17) 

N X L = I M ( M 
25 NfNT=NCNT+l 

IF (V-HFEL.NF.0,0) 60 ro 8 

IhP=lN (18) 

IVI\=IN ( 1q) 

TT=I-N(R) 
30 fl CriNTlMjt- 

Wl-EFL = WhEFL*FN (13> 

LN (J) =^^' C) 

FTlKl". (J) =FN (8) 

RTlMh (J) =FM (10) 



A-190 



35 



40 



45 



10 
SO 



15 



SPn(J) =FN(]2) 
T»-F/»U(J)=rN(l4) 
HEftU ( J)=Fn ( 15) 
TfllL<J)=FK (16) ^ 
REALMlO) II 
IF(rOF(lO)) 10.5 
IF0F=3 

wheflswhe;fl/F"loat (ncni ) 
iNcDsii (n 

Ht"Tt«N 
IFOrsl 

rftuhn 
END 



SUBROUTINE TYPE 



10 



15 



20 



25 



slhhOltInf type (WHEEL, axle, TYH) 

C THIS SUHHcUTlNE DtTEKMlNtS THE TYPE OF 
C AXLr NUt'HFH ANn WHEEL BASE CISIANCE 

INTEGER AxLE.TyP 

IMPGFR C->,C2 

DfiTfl Cld^]?.Ct/ 

DATA cl^/l'^.O/ 

Data c?/2/ 

DATA r3''3/ 

IF (flXLF.GT.C3) GO TO bOO 

IF (uHEEL.PT.Cl5) GO lu 400 

IF (v»HEEL.l T.Cl?) GO 10 100 

IF (ttXLE.GT.C2) GO TO 300 

6C TO 200 
InO IF (AXLE.Gt.C2) 60 TO 300 

TYP=1 

GC TO 900 
200 Typ=2 

GC TO 900 
300 TYP=3 

GC TO goo 
400 TYPr4 

GC TO 900 
500 TYPrb 

GC TO 900 
900 NFTUHN 

END 



VEHICLE DFTERMINED BY 



SUBROUTINE INTERP 



10 



IS 



slbroutinf intfmp(i»j»k) 

CCMmOn/hLk.II/LN (6) ,SHU (f,)',HE AO (fe) ,TAlL (6) ,WHEEL, JrD,NXL, lEOFf 
JTI-EAD(f,) 

CCM^/O^J/BLK36/TIME(6,<?ll0)»NCCUNT(^00) ,SUMVEL (200) ,PNTR(200) « 
JWTIf'E(6) »FTIME(6) f intiM,SPEEC (6t200) 

INTEGER PnTH 

SFOd )=TErPL (I, J. K, SHU (J) ,SFO(K) ) 

HFAn(I)=TFHPL(I,JiK,pltAO(J).HEAD(K)) 

TAlL(I)=TFRPL(I,J,K,)AlL(J) ,TAlL(K) ) 

THEftU(I)=TERPL(I tJ,K,THEADfj) f THEAO(K) ) 

IF (lOEN.Eo.D RETbPN . 

FTIN-EdJsTERPL ( I » J ,K ,F TIME fo ) tFT IME (K ) ) 

RTIm£(I)=TERPL(1»J»K.KTIMe(ij),RTIMf(K) ) 

RETURN 

END 



A-191 



FUNCTION TERPL 



iMtOFR X,XlfX2 

TERPLr (Y?-Yl)« (X-Xl)/ (X2-Xl)»* Yl 

RETURN 

END 



SUBROUTINE STATE 

SLHf^OUTlNF bTATE (SPD»1S) 

CrMMOKi/HLK3 3/ NMAT,Nb TATE, ZERO fSPBNn(?0) fHPD(2,6,10) » TLL ( ? . ft • 1 ) • 
5lVT(5,iO) ,UCFN(10) ,fANV(20.lO) tlEXTHtin) »XM4T(20.?0tl0) flTHl (10) • 

JITR? (10) 
5 DC ?0 iS=1,NSTaTE 

If (sPd.gt,spbnd(IS) ) uo to 20 

RETURN 

?0 continue 
is=nstate 

10 RETURN 

END 



SUBROUTINE PRHIST 

SLHi;UUT1Nf PWHIST(IM-H) 

CrMMON/eLK34/HahS(50»'»»2'»)»l-HEL(50»4»?4)»HTIME(4n«4t24)» 
5H5-P/^CF(lOn,4»?4)»HSUt(4»?4)♦HSUM(4,4,?4),HSMSQ(4•<l»^4) 
CCM^'ON/eLK 3'^/ IHlST»lfiEAD 
5 CrMM0N/HLK40/IPR0HT 

iNTtOEP HflRS,HREL,HTlME.HspACE,HSlzE 

REaL inch (4) 
DIMENSION NAM(4) 
I^JEGFR PAIR 
10 DfiTA NAM/inHLOCAL/EXir,10MLCCAL/THRU.10HFORGN/EXTTtlOHFOHr-N/ThRU/ 

DfTfl NiHS,NHEL/PHApSuUUTt,8t- RELATIVE/ 
DATA ?E^^O,NSEC»NFT/0.(if5H (SEC) »4H (FT) / 
DATA NTf »N'SP/4HTINE»'3MSPACE/ 

Data 11 • lo/l tO/ 

15 IF (IHlSf .^EtO) RETuHn 

IF (tPROPT.NF .0) RETLKN 

DC 5 K=li?4 

DC 5 J=i»4 

IF (hSizE ( jtK) .EQ.O) 00 TO 5 ■ 
20 DC 3 1 = 1 14 ^. 

HSU^' (I • J'K)=HSUM(I»J»'V)/HSIZE (J'K) 

ArHbUM(I,J,K) OHSUt" ( I ,J»K) 
H<:M?(J(IiJ,K)=HSMSG(I.J,K)/HSIZE(J»K) 
HSM<;v.g(T.J,K)=SQRT(HSM!50(I,J,K)-A) 
25 3 CCNTlMIt 

5 ccntInue 

or 50 L<''^F = 1 »4 
DC ^0 PAlpsl ,6 



30 



K = i,» (FAlP-1) ♦ LANE ^ ^ ^« ,„ „ 

IF (HSIzt (1 .K) .FQ.^^SWt (2,K) ,AnD.HsI7F(1,K) .FO.O) r^O TO 5O 

RANr-t = 5U.«TNCP (I ) 

wh.ITE(f,»lnOO) Il.NAestLANEfPAlRf 2ER0»BANGF»INCR(1 > 
lOOO Frp'ATC I 1 ,A9,<tSPEEC hlSTOoFAMS ( MPH ) « , BX , ^L'^NE* , I 2 t 3X ♦ »TR AP» , 
!I?,10X,*>HaNGE«,F7.1»« ».F5,1 , 7X» «INCWFMENT» .Ffe . 1 ) 



A-192 



35 DC lO J=l,4 

WHlTE{ft»lpnl) NAM(J)iMSIZE(v»'<) »HSUM n»J»K)»HSMSO(l»J»K) 

1001 FrwM/iT (/«p«»Alo»» Sample SIZE«»I6»8Xt«MEAN«.F8,2t8X. 

!»£T0 nFVlATI0N»iFe,2/) 
IF (HSI7E (j,K) .EO.O) t3(J TO 10 
40 Wf^ITE (6iln02> (HAtiSli'JtK) .I«lt50) 

1002 FCRi'AT (5 (?ni6/) ) 
10 CrilTlNut 

P/^NGE = ?'3»«INCR (2) 
H^G=-WA^GF 

45 wf<l ft (hi inn4) 

1004 FCRS'AT (« <t| 132 (IH-) ) 

wPITE(hilnnO) TOfNREL.LANE.FAIH.RNG. Range, I NCR (2) 
OC 15 J=l,4 

WHITE (f)tlnOl) NAM(J)»HSlZE('w»K) «HSUM (?,J»K)»HSMSQ(2tJtK) 
50 IF (h-SlZE (J.K) ,FQ.O) ou TO 15 

W(.lTE(h.l002) (HREL (l.J»K),I = l,50) 
15 CONTINUE 

R/SNrE = 40.«INCR (3) 
UHlTE(fe.l003) Il.NTM,NSEC,LANE.PAlRt7EH0,pANGE, tNCR(3) 
55 1003 FCRl-ATi Ii »A6»«HEADI*ttY HISTOGRAMS • ♦ A5 »8X » •LANE« ♦ r 2 • 3X » *TRAP* • 

5I?«10x.«>HANGE»tF7.1f»-*»F6,li7X»«lNCRFMENT»tF6.1) 
or ?5 J=1.4 

WHITE (iS I Inn I) NAM(J) ,MSIZE('J»K) ,HSUM(3,JfK) .HSMSQOf J,K) 
IF (hSIZE (JfK) .EO»0) UO to 25 
60 WRIT£(htlnn2) (HTIME (I »J»K) « 1=1 ♦40) 

?5 CCNTlMlt 

RANr:E=100.«INCR (4) 
WHITE (fiilnO^) 
*RITE(6»1003) IO»NSHiNFTiLANE»PAIR,ZFRO»RANGE»INrR (4) 
65 DC 30 J=l,4 

WRlTE(6.1n0l) NAM(J) iMSlZE(iw»K) |HsuM{4iJfK) ,HSMS0(4iJ,K) 
IF (hSizE ( j»k) ,EQ.O) bO TO 30 
WRItE(6.1oo2> (HSPACtd.JiK) tl = lf lOO) 
30 CCNTlNUE 
70 <?0 CONTINUE 

RETUHn 
END 



SUBROUTINE PRNT 

SLMROiJTltvlfT PRNT 

CCMNON/HLK3n/NMAN,HC(rtt20),KO(20)»TRP(2»4nt?0)fLAN(2,40»2n)» 
JEXlT(fr).lFRN(24),ISLM(20) 
C0M^'O^/«LK3^/ITHRU (5«J)»lFXlT(5.3) ,NVL (5.20. 3). Nh (10. 616). 
5 JN|-n(lo,h.f),ITOT(5,3),!ALL(3.3),LCl23(?) 

CCM^0^/HLK_15/ IHl5T»l*^EAy 
COMMON /HLK^n/IPRuPT 

DlMtivisiUN HCiv(t3) iCTCT (3*3) , TNVLO) 

IMF Op R TNVL 
10 DAT« HON/cH ThRU»7HEaIT1NG,5HTOTAL/ 

IF ( THEALl.^F.O) GO TO i?2 
IF (IPROPT.NE.O) GO TO 22 
OC. ?0 1 = 1,4 
WPITE<f,.2nnO) 

15 2000 Format ( iH] > 

DC 20 J=l,6 
white (6»2n0l) I.J 
2001 FORMAT (in, 132 (1H-)/«UMFADwa> V I OL AT I OnS- — L ANE» » 13.3X.»THaP».I2/ 
}»OVEHICLE«,4X,«TOTAL L0CAL«»2X,»T0TAL F0RFIGN«,?X,« TOTAL ALL«. 



A-193 



20 



25 



30 



35 



^0 



45 



50 



55 



60 



65 



70 



75 



80 



S2Xt 

J «T0TAL L0CAL»»2X,«ruT6U FCREIGN»,?X ,» TOTAL ALL»»2Xi 

$*»LOrAL PCN;T«»»2X.*F0HtIGN PCN T« t 2X»»T0T AL PCNT*/ 

$» Type «.4X,« VFHICLES «»2X»» VEhICLFS «t?*i,^^ VEHICLES •» 

52X, »VlOLflTlONS •t2X«» VIOLATIONS •»2X f •VIOLAT IONS»tPX t 

S*VinLATIONS*»?Xt» VIOLATIONS *»2X i«VlOLATlONS*) 

NN = KK = INN= IKKs JwNa jKKa Q 

DO 5 Ksl»R 

NN=NN*NH (K,I ij) 

KKskK+NH{)(K»I»J) 

I« = K*5 

INN = INN ♦ Nh ( IKfl ,J) 

IKK = IKK * NHD(IKiI.J) 

JNN = NH(K,IiJ) ♦ NH(IKtI»J) 

JKK = NHr)(K,I,J) ♦ Nri()(IKiI.J) 

PFR = pPEP = TPF.H = U,0 

IF (NH (Kt I , J) .E.0,0) GO TO 3 

PKR=Kl04T(NHU(K.I .J) )«100.0/FLOAT(NH(K,I,J) ) 

3 IF (NM( IK,T ,J) .FQ.O) i3() TO 4 

FPFW r FLdAT (NHD (iKi 1 » J) ) « 1 . O/PLOAT (NH ( I K t I f J ) ) 

4 IF (JNN.EO.O) GO TO d 

TPFW = FiOAT(JKK) «lilO,0/ FLOAT(JNN) 
2 WHITfc (f,»2pn^) K»NH(KiI,J), NH(IKiI,J), JNN ,NHD (K . T i J ) » 
SNhn(lK,l .J) ♦ JKK» PEHi FPER» TPER 
2002 FrWMAT(I6,I17,I15fIl«!.I13,I15»II2.Fl2,2fFl4,2.Fl?.2) 

5 CCNTlMJt 

PFR = FPEP = TPE« = 0.0 
IF (NN.E^J.n) Go TO 10 
PKH=FlOAT(KK)«iOO.O/^LOAT(NN) 
JO IF (INN. to. n) GO TO 11 

FPEn = FLOAT(IKK) « luO.O/ FLOAT(lNN) 

11 JNN = NN+yNN 
JKK = KK ♦ IKK 

IF (JNN.Eo.O) GO TO id 
TPER = FLOAT (JKK) » 100.0/ 

12 WPlTE(6t2on3) NN» INi^. JNn, KK» 

20n3 FCWf'AT («0toTAlS«»I16« 115, 112, 
?0 CCNTlMjt 
?2 CONTINUE 

wh iTt (is»2onn) 

WHITE (f,»2no5) 

2005 FCPVAT (**0«i27Xf «LOCAL (BY T YFE ) * i 22X » *ALL*. 19X . »FOKE IGN (RY TYPE)*t 
Jlf'X.'Ai.L^.PX.oGHANOv) 

WMItL (6»2006) 

2006 FC4MAT(« «,l9x»*l<»»eA,»2«»»8X ♦*3*» BXf *4»»8X » 'S* tex »«LOCAL*« 8X « 
$«l«,8x.«2«,8X,»3<»»8X.»4«tflXt»5»t3X,»F0RElRN«»8X»«T0TAL«) 

DC ?5 J=l,5 

IEXIT(J,1) 
IEXIT(J,2) 
IEXIT(J.3) 



FLOAT (JNN) 

IKK» JKK, 
113. T15, 



PER, 
112, 



FPFR, TPER 

Fl?,2, F14,2,F12.2) 



ITHRU(Jil) 
ITHRU(J,2) 
ITHRU(J,J) 



?5 



27 

30 



noT(j,i) = 

IT0T(J,2) = 
iTOTlJfJ) = 
CONTlMjE ^ 

DO -iO 1 = 1,3 
DC ?7 J=l,5 

IALL(I,1) = IThRU(J,1) ♦ IaLL(I,1) 
IflLL(T,2) s IEXIT(J,I) + IALL(It2) 
lALLd.a) = ITOT(J,I) ♦ IALL(1»3) 
CCNTlNUE 
CCNTlNUt 

IL31=IALL(1,1)+IALL(2,1) 
IL32=IALL(1,2)*IALL (2,2) 
IL13 = IALL (1,1) ♦IALL(i,2) 
IL23=IALL (2,1 )*IALL (2.2) 
IL3t=IL13*IL23 

WmTt(6.2n07) HONd), (ITHRL (1,1) ,1 = 1,5) 
J (ITHHu(J,?) ,Jri,5) , I«.LL(2,1)» IL31 



, lALLd.Df 



A-194 



85 



90 



95 



100 



105 



no 



115 



120 



125 



130 



135 



140 



<10n7 FCWWAT 

*iWlTt ( 

J ( tFxI T 
WGITt ( 

S (ITDT ( 

WRITE ( 

20l6 FCP''AT 

}««;<>, 6X 
WRITh ( 
WRITE ( 
WRITE ( 
CALL ^' 
CALL M 
WRITE ( 
?014 Ef^R^'AT 

I«) 
WRITE ( 

2015 FCMMAT 
J«nFXlT 
IF (NM.1 
WRITE ( 
DC lOO 
WRITE ( 

<i008 FCHMAT 
WRlT*^ ( 



("0«iA7»« VEH *«4(IflflX)f IH, Ilo» ?X» 4 ( I« • I X > ♦ Ifl • II » 1 X » 

,-!.»-.> LjnM<-,i. .TCwTt/I.i>.t_i Cl- TaIi <1 -.» 



LL (l.>») « 



(»S«2fin7) HDN(2)t (lExlT (I»l) .1 = 1 ,5) . IaLL 

I (J.?) , Jr\,b) , iaLL(2.2)» IL3? 

(«,.2nn/) H()N(3I. (ITOT (I.l > tUl*"^) ♦ IL13» 

( J.2) ,J = 1,5) . IU^3, IL33 

(6'2nif)) 

r (///?yX,«ALL {Hi TYPE) */20X.»l«,flX»»?«.flX»«l#»8X.»4«.8X. 
< »«TpT aL») 

(6.2nn7) HONd)' (IThwL (I .S) .1 = 1,5) t lALLO.n 
(ft./enfW) Hl'Nt?). (lExiT (I .3) .I = l.S) . lALLO.') 
(*S.t?on7) HI)"J(3). (ITOT (I .3) .1 = 1 ,5) . lALLO.l) 
^COMp (IALL (3.1 ) .LC123 (2) »ThR) 
^ruMP (IALL (3. 2). LCI 23(1). EXT) 
(6»2nl4) 
(/////•^OSUMMARY OF ALL LANE CHAmGES BETWEEN TRAPS 1. 2 AND 3 

^♦2nl5) THW.EXf 

(/<»nThHlJ VEHICLK LANE CHANGES t^FR lOOO THRU VEH I CLES<» . F 7 , 1 / 

VEHICLE LANE CHANGES PER 1000 EXITING VEH I CLES* . F 7 . 1) 
N.Ec.O) GO TO no 



^.2pn0 ) 

J=l ,nman 
f) . i? n 8 ) J . 

(<*osummahy 

6.200'') 



(HD« t.J) .I=l»8) 

FOR MANUEVER •tI2.»--" 



o.PAlO) 



20(19 FORr^AT(<» (PER 1000 
WRlTE(6»2nlO) 

2010 FCRf^AT («0VEHICLE*»8X 
JOPEH TOTAi tt) 

WRITE (6»2P1 1 ) 

2011 FCHN'ttT(<» TYPF<».3X. 
J lX,«FCRKlr.N«»»?X.*ALL 

DC 90 1=1,5 
DC 82 L=l,3 
IF(I.EO.I) TNVL(L) = 
CALL ^'COMp (ITOTd .L) 
CaLI. MC^Mp (iTHRUd. 
CALL VCUMp (IeXITIi. 

tnvl u.) = nvl (i.j.l) 
«2 ccntImjE 

write (^»?nl2) I. (CT 

2012 FCRH^T («0«.3X,I2»3X. 
qO CCNTlNUE 

DO q2 L=l,3 
CALL ^COMP (IALL (L.l) 
Call MCDMp ( IALL (L.2) 
CALL vcOMp (IALL«L.3) 

g2 CONTINUE 

WRITE (*).2nl3) (CT 

2013 FrwN'AT{<»0 ALL* »3X. 
WRITE (^.2004) 

20n4 Fnw^'AT (»0«,//) 
loo CONTINUE 

WRITE (6.3n00) NVL 
3000 FOW^AT (5U) 
HO CONTINUE 
«f TIJHN 
END 



VEHICLES )«./) 

.«PEH THRU ».lqX.«PER F X I T ING» , 16X . 

«LOCAL«.1X.«FORFIGN«.?X,«ALL«.8X.»LOCAL«» 
».8X»«LCCAL«,lX,<»F0REIGN»,2X,t»ALL«) 

0,0 
, NVL(I.J.L) . CT0T{L.3) ) 
L) , NvLd.J.L) , CTOT (L,1) ) 

L' ♦ NVL (I'J'L) ♦ CTOT (L'?> ' 
♦ TNVL(L) 

urd.L). CTOT(?tL). CT0T(3.L)» L = l»3) 
J(F6.1,1X).5X.3(F6,1.1X).5X.1(F6,1,1X)) 



. TNVL(L) . CTOT(L.l) ) 
, TNVL(L)» CT0T(L.2)) 
. TNVL(L)» CT0T(L»3)) 

UT(1.L)» CT0T(2,L), CT0T(3.L). L=1.3) 
J(F6''.1.1X) .5X,3(EiS.ltlX) .5X.3(F6,1.1X) ) 



A-195 



SUBROUTINE MCOMP 



5LF1W0UTINF I-ICOMP ( I TUT . N VL i C TOT ) 
iNTFliER iTOTtNVL 
CTOT=0.0 

IF (I rOT'EQ.O) GO TO iO 

CTOt= (FLOAT(NVL)/ FLUAT(ITCT)) • lOOO.O 
10 RETUHN 

END 



SUBROUTINE PRXMAT 

SLRMOLTINF PMXMAT 

CnMr'0\/HLK3i/ NMAT ,N!j r ATE, ZERO tSPRNO (?n)»HDD(2t6«10)»TLL(?»6tlO)» 
JIVT(!3,10),LCFN(10) ,^'al^^V(20•10) »IEXTH(10) iXMAT(2n./'OflO),lTRl(10)i 
SITP?(in) 

5 ccm^ok/ulk<.o/iphopt 

DIMtNSION NH (20) iNAf' <h) 

DATA NA^'/cHLOCALf 7HFOt<EIGNi.3HALL»4HEXlT»4HTHRUi3MALL/ 
IF (NMflT.Ec.n) PETLWN 
IF (TPPQPT.Nt.O) HETLHN 
10 DO 100 K=i ,NMAT 

CALL MEMSfT (0»NWi20) 
DC S J=1»NSTATF 
DC <=, I = ll^STATE 
5 NP ( T ) =Nh ( T) ♦XMAT ( I » JiK) 
15 DC lO I=1,nSTatE 

DO 10 J=1,NSTaTE 
IF (nH ( I) .FQ.O) GO TO 10 
X^'AI ( I , JfKjsXf'AT (I tvltXj/NR (I) 
10 CCNtInu^ 
20 WRITE ((S»InnO) k 

lOuC FCPi^AT ("ITRANSITION rlttTR I X » , I 3//» SPEFO ST ATE« t 9x , "SPEED RAN6E«/) 

WP ITt (ftilnoD (I iSPfiiMUd-l) ,SPbN0(I) .I = 1,NSTATE) 
lOnl FCPVAT ( I7,Fl>J.l t^-^iFS.l) 
JsltXTH (K) 
25 ULcF'NC^) 

WRITE (^» lno2l MAM (I ) tfNAM ( J*3 ) 
I0n2 Frwr/AT («0LOCAL/FpHp.Ii3N = « , A 1 • I X , «t X I T /THRU = •.AlO) 

WHITE (*s»lnn3) (IVT(I«K),I = i,5)»ITRl(K),ITP2(K). (MANVdiK) .1*1,20) 
10n3 FCt^^AT (*»OVFHlCLE T YPtS* » 5 1 3/ »0FROM TRrtP*»I2,« TO TRAP»»I2/ 
30 '***OMANL,EVtQS*»»20l3) 

wwiTE(ft,lnn^) ((HDD(I.J,/),I=1,2),J=1»6) 

1004 FCRr'AT («Ol-h AUWflY I NT tH V ALS«/ 6 ( F6 . 1 , »-« , Fb . 1 , 5X ) ) 
WRITE (ft. Ino^j) ((TLL(i«JfK),I = l,2)»J = l»6) 

1005 FCR^'AT ("OTAILWAY I NT tH V ALS»/6 ( F6 . 1 » •-• . Ffe . 1 . 5X ) ) 
35 WPITE (h.lnOfc' (I»I=1»NSTATE) 

1006 F0RNAT(//12X, 2016//) 
00 25 I=1,NSTaTE 

wPITt (6'l007) NR(I) li. (XMAT(I»J»K) ,J=l ,NSTATE) 
i007 FCHf^AT (I6,l6t«-«i20Fb.3) 
40 ?5 CONTINUE 

InO CONTINUE 
HETUWN 

End 



A-196 



SUBROUTINE PRPROP 

SLfiWOLTINF PKPROP(G(iHH»CUNFe»(3HP^tCONF4»SAMP»DHL«II) 
UIMpNslON NN'8(?.8)tNM4(2f4)iNM84(2,2) 

CCMMON/riLK3 7/IPHOP,IiiORE»lHAZ (10) »IPKFP ( I ) 1 1 THMAN ( 1 o ) .lOTHER(lO) i 
JHDl(*),M07(4),nATE.HtKAFTiASP0(4»6)fNsZ(*»6)»ISW1(6).ISW2(6)» 
5 JISW.1»IS^''^.2AUF 

DIMf^iSION ghP« (3t8) ♦CUNFb(3»8) tGHP4 (3»4) »C0NF4 (3«4) tDBL (3) i SAMP (3) 

DIMENSION ISAMP(3) ,NAM (3,P) ,C0NDBU (3) 

0/1 T A NM4/cHPkEP,iSHf^flNUEvERS»7HTHROuGN,qHMANUEVERS»10HOTHFR LANEi 

J7hCHAKGESi7HN0 L ANE • /HCH ANGE S/ 
10 DATA NM8/?HSPEE0»l0l-UlFFeRFNCEf 7HHEflDWAYf9HVl0LATI0Ni IH ,1H i 

!SHi ♦ 2tlH »5H2 ♦ 3»IH ,5H1 ♦ 3ilH ,9H1 ♦ 2 ♦ 3ilH , 
i6i-l\IOW^'flL » 1 H / 

DATa rviMfi4/gHHAZAPD0Li»9HMANLEVERS»8HDHL LANEi 7HCHANGES/ 

DATA ITtN/9/ 

15 oatft ^a^'/chlocal♦7hfoheign|2hall»5hautos^ehnonautos|3hall/ 

k=igohe+i 

DC 3 l=lf? 
3 N^B, I ,3) =NM84 (I »K) 

WSITE (f.» loOl ) HDltHCe-tDATEtEEFAFT 
20 lOOl FOWf'AT (IH) ,29x,4AlO/JllXf4AlO/30XiAlO/30XiAlO//) 

DPL (J)=IjHl (2) ♦DBL (D 

SAMP { 3) =SamP (2) ♦SAmP ( i » 

DC "5 J = 1.P 

Gf;Pfi(3,J)aGRPe(2iJ) ♦(3HP8 (l»'w') 
25 5 CCNTIN(JE 

DO 10 J=l ,4 

GRP4 (3.>J)rGRP4 (2» J) ♦bHP4 (l.ij) 
10 CCNTlNUt 

DO 20 1=1.3 
30 ISAMP (I )=SAMP(I) 

IF (S'^N'P (I ) .tij.o.O) Go TO 20 
P = npL (I )=nRL (I)/SAMP ( I ) 

0=1. 0-p 

CCN0HL(I)r2ALF»SUHT(P«O/SAMP(I)) 
35 lie lb J=1,R 

P = GP^'o (I tj) =GRpa(I,J>/SAMP(I) 

0=1. 0-P 

CCNFd (I»J)=ZALF«SQRT (H»Q/SAKP(I) ) 
IE CCNTlNUE ' 

♦0 ?0 CCNTlKUt 

W(^lTt(*^.l00<?) (NAf^(I»II)tI = l»3)fISAMP 
iOo2 FCPfAT(J6)r,AlO»10X,AitJtlOX,AlO/lHO,I39,2l20/) 

IF ( Hic«E.Fn.O) GO TC J5 

DC 40 1=1,3 
45 IF (SAN'Pd) .EO.o.Ol Gu TO 30 

DC Tb J=l,4 

P=GRP4 (I « J) =GRP4 (I ,J)/SAMP(I) 

0=1. 0-P 

C0Nt-4(IfJ)=ZALF«SQRT(H»Q/SA''P(I>) 
50 ?5 CONTINUE '' 

30 CCNTlNUE 

WfilTt(6»lnn3) (JtNM4(l,J),(6HP*(I»J)«I=l»3)»NM4(?.J)t 
$ (CONF4 (L,j),L=l,3).J = i.4) 
10 03 FORMAT ( IHn 1 12 t « . « • 2X » A 1 » 1 4X 1 F 1 .5 t 2F?0 .5/6X t A I » 1 AX . F 1 .5 f 
55 s2f2U,5) 

w^;ITt (f,, lnn4) 
1004 FCWMAT (IH ,132 (1H-) ) 

35 WPIT£(ft«l003) (JiNMfi (l,J) , (GRP8(I,J) il=li3) »NH8(?,J» » 
J (COKFfl (L»j) tL=l tS) ,J»1 »8) 
60 IF (IGORE.FQ.O) wR I TE ( h , 1 004 ) 

IF (iGoRE.EQtO) WRITE (6.10 03) ITENt NM84 { 1 ,2) .DBL .NMH4 ( 2.2) .COnOrl 

HETU^N 

END 



A-197 



SUBROUTINE PRVOL 

SLWROl.TlNF PWVOL 

C0MKUN/fJLKl7/IPHUP»Ioi)HE»lH/»Z( lOl»IPWFP(ln)tITHM4^J(lO) iIOTHE«( 10) « 
JHni (<t) ,HUp (4) ,nAT£,HtH'AFT,A£Pl)(4f6) . N^Z ( 4 , 6 ) , I SW 1 ( 6 ) ilSw2(6) • 

5 CCMN'Om/HLk^H/ IV0Li5 (<»t30) tMANEi I it;FuR,vnLHR(4»3.6) » 

5AHSPU(?0,.T,6) f5KTlMEiUELTlM,TAB4(l(S.6,4) 

DIMENSION NAM(s) 

UIMfNsION IT0T(3»6) • 

RFAL PEH(4»3.f)) tTOT (.1.6) 
10 IMECJFH HP (2.8) .MlN(/if4) ilVL (4»3f6) .lPS(20t3t6) 

EGUlVflLENCE (IBS.AHSKU) 

DATA NAf'/4HN . 4hME AN , 9H5T A Nu DE V , pHSKE WNlfSS . 8HKHRT0S I S/ 

OATa TOT/ie*>0.0/ 

Data HP«MTN/0«fl.0.9.i.n.l«l»1.2.1.3«l«4.1.5.4«5.'>*0.1.5.3.0/ 
15 IF (I15FLG.EQ.0) GO To 25 

11 = 1 

WPItE (f,.2n00) HD1.HC<?.DATE,PEFAFT 

20n0 FORr' AT (lHj,17X.4Al0/iHX»4A10/l8X.Ain/18X.AlO) 

2001 FCHn-At (IHl »55x.4AlO/b6X.4AlO/5bX.Aio/56X.Ain) 

20 00 10 1=1,30 

IF (IVOLlSd .1) .NE.O) liO TO 15 

10 Continue 
II = ; 

15 continue 
25 JJ=II*? 

Wf^lTE (6.2no2) (I»I = U.JJ) 

2002 FOHnAT r//«0HOURLY VOLUMES BASED ON 15 MINUTE ESTIMATES AT TRAP \* / 
"t/3X,«TIME«.3X,3(6X,«LflNE».l2)/) 

00 ?0 1=1,30 
30 IF (IVOLIS(II.I) .EQ.O) GO TO 20 ^ 

J=IM 

K= (I-i)/4 ♦ 1 
L=M00(I,4) ♦ 1 
Ms ( J-1 )/4 ♦ 1 
35 N=MUD(J,4) ♦ I 

WPITE(fe.2no8) HR(l.K).HR(2iK)»MIN(l,L)»MlN(2»L).HH(l»M),HR(2,M)t 
J MK(1,N),MIN(2,N), (IV0L1'5(KK.I) ,KK=Il»JJ) 
2008 FCHh-'AT (I2,3lli»-*»4li.3ll2) 
?C CONTINUE 
40 ?5 DC 30 J=l,ft 

DC 30 1=1,4 
30 VCLnH (I.l , J)»VOLHR (1.2. J) ♦VCLHR(I,3,J) 
DC 35 1=1,4 

DC 35 J=l,3 
45 DC -Jb K = l,6 

VCLHK (I » J,K) 3V0LHH ( I»J.K)/0ELT1M 
35 TOT(J,K) =TOT (J.K) ♦VCLMR(I,J,K) 

DO 40 1=1,4 

DO 4O j=l,3 . 

50 DC 40 K=l,6 

ITOT ( J.K)=T0T ( J»t<) 

IF (tOT < J.K) .EQ.O.O) CiU TO 40 

PER(I.J.K)=100.0«*VOLHH(I.J,K)/TOT{J,K) 
40 IVL (I .J»K) "VOLHRd » J•^) 
55 WRITE(6.2o0l) HDl .HO«:.DATE .EEFAFT 

WP itE ((S.2no3) (I .1 = 1 »6) 

2003 FCH^'AT(///^lX,ft(6X,«lkAP^»,I^»7X)/2lX.ft ( 1 3X » «NON-« . 2X ) / 
JO HOURLY VOLUME*. 7X. o(»TOTAL*. 2X. «AUT0». 2X. »AUTO». 2X) ) 

DO 45 I=1,NLANE 
60 w«ITE (6'2004) I 1 ( ( I VL ( I . J.K ) . J = l .3 ) .Ks 1 .6) t 

J ( (Pf><(I.M,n) .M = l,3) ."*=l.b) 

2004 FCHMAtCo LANE»«I2/' MEAN*»15X»6<I5»2I6«2X)/ 
I« PERCENT OF TOT Au« . iX » b ( FS . 1 t 2F6 , 1 . 2X ) ) 



A-198 



45 CONTlNUt 
65 WRITE (6«2no9) ITOT 

20o9 FCHMAT(/*n 6«AND T0T*L«»eX|6 ( l5i2l6»2X ) ) 
DO 55 11 = 1 ,NLANE 
I=S«(II-1) ♦ 1 
PC 50 J=l,3 
70 DO 50 K=l,(b 

NsAHSPn(I»J»K) 
iPSd t J«K)sAHSPD(I.J»K) 
Call MOMEM (N,flH5PDU*l»JfK) ) 
50 CONTINUE 
75 R5 CCNtInuE 

WHITE («,.2oOl) HDltHU«;iDATEiEEFAFT 
WHITE (ft«2n05) (Iil = lfh) 
20n5 FCW'AT (///?lX,fe(6X,«rHAP»»l2t7X)/2lX,6(13X,«N0N-».2X)/ 

5» AflSOLOTE SPEEU»»6X»6(*T0TAL»ilXt«L0CAL».lX.«L0CAL»t2X) ) 
eo DC fib I = 1,NLANF 

Lrs«(l-l) ♦ 1 
KsL*'^ 

WRITE (6»2n06) !»NAM(i) , ( (IflS (L»MtN) ,Msl ,3) ,N = lf6) 
2006 FCWMAT(«0 LANE«»I2/4XtAlO»7X»6(I5.2l6,2X) ) 
85 J=l 

L = L*1 

Do -0 II=Lft< 
J=J*1 

WHITE (6»20 07) NAM (J) ♦ ( (ABSPC (II.M.N)tMsl»3).N=l»*,> 
90 2007 FORMAT (<»X,Al0,7X«6(Fa.2»2F6.2»2X) ) 

ftO CONTINUE 
f5 CONTINUE 
«ETUHN 
END 

SUBROUTINE PRSMRY 

SLHHOUTINf phsmhy 

C0MMON/riLKl2/ITHHU(5t3) ilEXIT(5»3),NVL(5f?0.3)tNH(10.6t6). 
JNHD(l0i6»(t,)iITOT(St3) tlALL (3 • 3 ) tLC 1 ?3 ( ?) 

CCMyON/HLK37/IP«OH,I(jORE»lHAZ(10) »IPNFP(10) tlTHMAN(lO) » I OTHER (10) ♦ 
5 fHDlCi) ,HU? (<») .0ATE,BtKAFT,ASPD{4.6) .NSZ(4»6) 1ISWU6) .lSW2(ft) » 

lISW3»IS*i4.ZALF 

CrMM0N/aLK3a/ I vol 15 (<»,30) .NLaNEi IlsFL0,V0LHR(4tl.6) i 
SAf^SPD (20,1,6) ,SRTIME,|JELTIM,TAB4(16,6,4) 

DIMENSION ISMP(4) tCCNF (16,6»4) tNMl (2) ,NM2(4) ,NM3<12.4) 
10 DIMENSION lOT (4i6t<t) .CT0T(4»6»4) 

DATA TOT.rTOT/l92«0.O/ 

DATA NMl/AHEXITf^MTHHiJ/ 

DATA NM2/ihN»2HHV»2HlS,5HHV*LS/ 

DATfl NM3/4«1H ,eHVEHiCLES,5H NOT iflHCHANGING t 6H LANESt8»lH « 
15 58HVEHICLES«7H MOVING. /H TOWARD. 7H MEDIAN, fl«lH * 

J8HVFHICLES.7H M0VlNG»7H f OW ARD ♦ BHSHOUlDER . 4*1H . 
J8hVEHICLEc,7H MOVING. 6H B0TH.6H WAYS,8«1H / 

DO 75 11=1,16 

DC 75 J=l,6 
20 DO 75 K=l,4 

I=(Tl-l)/4 ♦ 1 

TCT(I.J.K)=T0T(I»J.K)«TA84(II.JfK> 
75 CONTINUE 

IF (IGORE.FQ.I) GO TO b 
25 ISMP(1)=IALL(3.2) 

ISMp(2)aI/sLL(3.l) 
60 TO 10 
5 CALL MEMSfT(IALL(3»3) .ISMP,4) 
10 00 20 K=1.4 



A-199 



30 



35 



40 



45 



50 



60 



65 



70 



75 



80 



85 



90 



IF (ismp<k) .tOto* 60 ru 20 

DO 15 J=l,6 

DC. lb I»l,16 

SSsISmpIK) 

P=Tfib4 (ItJ,K»=TA8<KIiJ»K)/SS 

Q=1.0-P 

CCMF (l»J»K)=ZALF«SUHr(P«U/SS) 
15 CONTlKUt 
?0 CCNjlNUt 

on >^S K»l.4 

IF (iSNip(K) ,EU.n) GO ro 85 

DC 80 J»l«^ 

DO rO t»U4 

SS^TSfPtX) 

P=TOI (I 'J.KjsTOTdtJt^l/SS 

Q=l .0-P 

CTor (I,J.K)=ZALF<»SQHr (P«Q/SS) 
HO CCNTlMJt 
P5 CCNTlNijK 

2001 FOW^AKlHi ,24X,4AIO/<!4X.4A10/25X.A10/25X»A10) 
IF (IGORE.FO.I) GO TO bO 

DC 35 K=l ,2 

WRITE (6»2nnl) HDl»HO<i.DATE,eEFAFT 

WRITE (6t2n02) NMl(K) .ISMP(K) ♦ (II»II = 1»6) 

2002 FCRMAT(///lX.A5»»TRAFKlC*tq)(.22X.»THAP»/Iflil2Xi6lH) 

DO 3O KK=1«NLANE 
Mr4<» (KK-1 ) ♦! 

j=n 

DO ?5 I=M,N 
J = J*1 

WRITE (ft»2no3) KKiM'<2(J)«(TAE4(ItLiK)»L»l»6) 
2003 FCHMAT(lHn,H3,lXiA5«<;!X.6F8.4) 
IF (KK.Mfc.NLANE) 00 Tu 23 
IF ( ).GT.N| flNt) GO TO ^3 
Wt;iTE (6»2n0<i) (TOT (JtJJ.K) ,ijj = l t6) 
20n9 FCRmAT ( lH*,75X.«T0TALb«t2X,eF8,4) 

?3 wmTE(f,,2on8) (CONF(I.LLtK) ♦LL = 1.6) 
2008 FCHK'AT (?2v»6FB.4» 

IF (kK.NE.nUANE) go tu 25 
IF (J.GT.NlaNE) 60 TO ^5 

WWITt(ftt2nl0) Ji(CT0r(J»Jj»K)tJJ=l,6) 
2010 FORMAT (lH*,75x,»UANE*.I2i2Xi6F8. 4) 
?5 CONTINUE 
30 CONTINUE 
35 CONTINUE 

RFTUMN 
50 DC f5 K=l,3 

WRiTE(6«2nol) hdi»hd<;.date,eEFaft 

WRITE {f,»200<»> ISMP (K)»(II«II = 1»6) 
200* FqrmAj (///I6»i7xifel8) ^ 
DO f,0 K^ = 1 »NLANE 
M = 4« (KK-1 ) ♦! 
N = M*3 
J=0 

DO t;5 I=M,N 
Js.J+1 

WRITE (fe»2on5) NM3(IfM»KK«N^2(J)i(TAB4(IiL»K)iL=l»6) 
2005 FOHr'AT(lHn,alO»I3tlJ<»A5»3XteF8.4) 
IF (KK.NK.MANE) GO TO 53 
IF ( J.GT.Ni ANE) GO TO bB 
WRlTE(f,i2no9) (T0T(J»JJ»K),'jJ=l»6) 
e;3 WRITE(h»2nll> (CONF ( I »LL tK ) ♦LL = 1 »6) 
2011 FOP^^AT (23)(,6Fa,4) 

IF (KK.Nt.NLANE) GO To 55 



A-200 



100 



IF (JtGT»N| ANE) GO TO ^S 

sscllnl.'^'"" ""-"'"-"■'•'•" •■'■"i-^> -. _ _ 

fO CCNTlNUfc 
f5 CONTlNljt 

WWITE(f,.2n06) 
2006 FCRf-Aj (///) 
on 70 1=1,4 
wmrE (iS»^no7) NM3(I,<») ,NMa/T 1 . /TAHx ,T ■ - 

70 CONTINUE 
HPTU«N 
END 

SUBROUTINE MOMENT 

StRROuTlNp MOMFNT(NN,SMM) 

DIMENSION SI6(i) 
«FaL WUd) 
^ OiTfl \X/1/ 

SL,M = Smm(1 ) 
SSQ=SwM(2) 
SCUH=SMM(5) 
,« Sfor=SMH(4) 

CALL ^<EMSFT(O.O.SMM,*) 
. lF(MM,LT.i ) RETUHN 
SK'M (1 )=SUf^/NN - - - - - 

Ml ( 1 ) =SHM ( 1 ) 

SCIJR = SCUH /NN 
SFOR = SFUh(/rjN 
A = yU (NX) *>wu (NX) 
VflR = SS(3-A 
20 If^'^AH.LT.n.O) GO TC JO 

i)MM(2) =SowT(VAR) 
SiGd ) =SMm(2) 
B = A«Ml)((\A) 

XX=sCuR-3.o«Mu(NX)»SbU*2,o«e 

25 ^"^ fViR.LT.l.E-7) HEfURN -- 

S^'M(J) =xx/{vflR*slG(NX)) 

JX=SFcR-4,o«Mu(NA)«SHjfl«6.o«A«SSQ-l 0«r 
Sf'MjA) =Xx/(VAR«»VAR) SS-Q-a.O-C 

30 «ETUR\ 

30 S^^M,^)=SMM(3)=SMM(4)»-1.0 
RETURN ^*^ 

END 

SUBROUTINE SUMUP 

SUBROUTINE SUM|jP(fl,l,j,K) 

C0M^'0^/F^LKl<^/HftHS(=in,H,2<^) .uoF-i ,cn * r./ . 
5HSPaCE(100.4,24),HSlIfc nil^^HSUuJl^I^tll^TI^^'*"'*'?*' 
g INTEGER H.BS.HPEL.HnMEtHSpiSlrp *'*''^'"'°'*'*-2*' 

HSMS(J(I,J,K)=HSMS(i(I,j,K)*A«A 

«ETLlHN - 

END 



A-201 



SUBROUTINE SUMPP 

SLBROUTIHF SUMPP(AtB) 
DIMENSION B(<^) 
Csl.O 

00 10 1=1.* 
5 C=C«A 

10 8(I>=P (I) ♦C 
RfcTURN 
END 



SUBROUTINE ICHK 



SLBROUTINF ICHK(I»N) 

1 = 1*1 
IF(I.GT.N) I=N 

IF(T»LT.1) 1=1 

RFTUHN 

END 



SUBROUTINE ENTER 

SLRROUTINF ENTFHdiJtK) 

CCMh'UK/HLKa^/TlMf (6.<'U0)»NCCUNT(200) »SUMVEL(200) ,V'NTR(200), 
jRTiyE(f,)«FTIME(6)'ICtN.SPEEC(6»200) 
IMfctiFR PMR 
5 DO ?B u=J.K _ - - 

N = L 

IF(N.LT.I) N=N+200 
N=PNT«(h) 

IF (TiMEd.I) .GT.TIME (b»N) ) GO TO 25 
10 nc lb M = 2,f, 

IF (TlME(M.I) .GT.TIME (h.N) ) GO TO 20 . _ 

15 ccmtImje 
rftlhn 

?0 M=M-i 
15 NCOtNT (N) sNCOUNT (N) ♦! 

SUMvEl(N)=SUMVEL(N) ♦iHEED(Mtl) 
25 CCNTltNiUE ^ - 

hftuwn 

EKD 



SUBROUTINE MEMSET 



SLHROUTINf MEMSET(A»t»»N) 
DIMENSION H(N) 
DO 10 Isl.N 
B(I) » A 
10 CONTINUE 
RETURN 
E^0 



SUBROUTINE MEMOVE 

SLRROuTINf MEMOVE(Ata»N) 
DIMENSION A (N) ,H(N) 
DC 10 1 = 1. N 
10 H(I)=A (I) 
5 RETURN 

END 



A-202 



APPENDIX B 

INTERVIEWER AND MOTORIST QUESTIONNAIRE FORMS 
0MB APPROVAL NO. 04-R-2435 



Two types of qucslioniiaircs witc adtninist(!rf;d to raiidotiilv sclcrlcd rnolorisls. The litlcr 
viewer form remained constant for both questionnaire types. There were, however, minor 
elianjres made in the motorists* questionnaires (h'pendinj^ uj)on the l\pe ol interview a(hiiinis- 
tered. Tor e\am|)le. (juestion 4^ on I'orm A (Exit/Kamp Interxiew) was not a|)|»heahle for 
l-'orm \\ (Thriq)ut Interview) and was therefore deleted. 

I'Or each questionaire eompleted hy a motorist there was a sin<ile form filled in 1)\ the 
inter\iew('r which was then attached to the driver's (piestionnaire. A eop\ of this sheet pre- 
cedes Korm A in this appendix. 



B-1 






Inlerviewer and Moloiisl Qiirslioiinaiir l'oiii..> 
0M15 Approval No. 01 W ^i:?" 



I? 2 



Diagrammatic Sign Study 
BioTeclinoiogy, Inc. 
Interviewer 



GENERAL INSTRUCTIONS 

Error Cases 

"If you are lost or would like to confirm your route, we will be happy to provide you with directional information 
on this map (pull out map) but first perhaps you could help us." (Continue with Common Instructions.) 

Thru-put and Exit Cases 

"Thank you for stopping." (Continue with Common Instructions.) 



COMMON INSTRUCTIONS 



"We are trying to get information that will help to improve certain features of the Interstate Highway System and 
we think that motorists know the answers to these problems better than anyone else. We are working under contract to 
the Federal Highway Administration, the Federal Government agency responsible for the design of the interstate highways 
and the signs used on them. This study is concerned with signs and we would like to ask you a few questions about the 
signs you have just seen. The questionnaire is very short. We would very much appreciate your assistance if you can spare 
a few minutes of your time." 



L 
Interviewer fill in the following: 



18. Sex of respondent 

19. Location 



M 






F 





20. Date 21. Time (to nearest quarter hour) 

22. State in which license issued 

For Exit and Error Cases: 

23. Exit respondent should have used 



B-3 



Diagrjmmatic Sign Study 
BioTechnology, Inc. 
Questionnaire Form A 



1 . Where did you begin today's trip? 

General location (Annandale, . . .Richmond, etc. 

2. To what area are you traveling? 
General location (Ohio, Rockville, etc.) 



3. Have you ever driven this Route before? 



Yes 



No 



Please go to next page 



Approximately how many times? 

Less than 5 
6-10 
11-20 
Over 20 
Have you driven this route within the past 30 days? 



Yes No 



■"ease go to next page 



15-4 



A4. Why did you get off here? 

I I It's on the way to my destination 

I I To turn around because I missed the exit 

I I To get further information because I am lost 

A5. Did you have any trouble with the signs finding this exit or finding your way along the Freeway to this Exit? 



Yes 



No 



Go to Question A6 



Which of the following caused your problem? 

Sign did not contain proper information 

^ What were you looking for that you did not see? 

I I Name of city or town on route or destination name 

I I Road name 

I I Route number 

I I Cardinal direction (i.e.. North, South, etc.) 

I I Exit number 

I I Other (what) 



I I Not enough signs 

I I Too many signs in one place 

I I Signs poorly placed 

I I Signs hard to understand 

I I Other (what) 



Please go to Question A6 



A6. Of the following, indicate your first and second choiceas to what information would have been most useful to 
you on the interstate signs you have just seen 

I I Name of city or town on route or destination name 

I I Road name 

\ 1 Route number 

I I Cardinal direction (i.e.. North, South, etc.) 

I I Exit number 

I I Other (what) 



H-5 



7. The signs you have just seen are called diagrammatic signs. Have you seen signs like these before? 



Yes 





No 














To Question 8 



How often? 

I I once or twice 

I I a few times 
I I many times 

Where? 



Please go to Question 8 



8. What do you think of these signs? 



8A. How much do you think these diagrammatic signs help the average motorist? 

I I A lot more help than conventional signs 

I — I A little more help than conventional sings 

I — I The same help as conventional signs 

I I Less help than conventional signs 

I — I Much less help than conventional signs 



8B. Which kind of sign do you prefer? 

I I Conventional signs 

I — I Diagrammatic signs 



B-6 



A9. Do you have any other comments about the Beltway (Route 495) (and I-270/I-70S, if appropriate) signs? 



10. Are you using a road map on today's trip? 

n Yes 
n No 



1 1 . Why did you choose this particular route rather than another? 

I I Shorter 

I I Faster 

I I Scenic areas 

I I Less traffic 

I I Most likely not to get lost 

I I No particular reason 

Other (what) 



12. What is the reason that you are traveling today? 



B-7 



We would like some information about the l<ind of motorists who are helping us. Please tell us 



13. Occupation 

14. Age 20-30 I I 31 -40 I I 41-50 LJ Over 50 LJ 

15. About how many miles a year do you drive? 



I I less than 5,000 

1 15-10,000 

16. Where do you live? 
Military base 



Yes 



No 





I 1 10-15,000 

I lover 15,000 



— Which one? 



City 



State 



17. How long have you lived there? 



B-8 



Diagrammatic Sign Study 
BioTechnology, Inc. 
Questionnaire Form B 



1 . Where did you begin today's trip? 

General location (Annandale, . . .Richmond, etc. 

2. To what area are you traveling? 
General location (Ohio, Rockville, etc.) 



3. Have you ever driven this Route before? 



Yes 



No 



Please go to next page 



Approximately how many times? 

Less than 5 
6-10 
11-20 
Over 20 
Have you driven this route within the past 30 days? 



Yes No 



Please go to next page 



B-9 



B5. Did you have any trouble with the signs on the Interstate Freeway over the last ten miles before turning off? 



Yes 



No 









To Question B6 



Which of the following caused your problem? 

Sign did not contain proper information 

» What were you looking for that you did not see ? 

I I Name of city or town on route or destination name 

I 1 Road name 

I I Route number 

I I Cardinal direction (i.e., North, South, etc.) 

I I Exit number 

I I Other (what) 



I I Not enough signs 

1 I Too many signs in one place 

I I Signs poorly placed 

I I Signs hard to understand 

I I Other (what) 



Please go to Question B6 



86. Of the following, indicate your first and second choice as to what information would have been most useful to 
you on the interstate signs you have just seen 

I I Name of city or town on route or destination name 

I I Road name 

I I Route number 

I I Cardinal direction (i.e., North, South, etc.) 

I I Exit number 

I I Other (what) 



Go to next page 



B-10 



7. The signs you have just seen are called diagrammatic signs. Have you seen signs like these before? 



Yes 





No 














To Question 8 



How often? 
I I once or twice 

I I a few times 

II many times 
Where? 



Please go to Question 8 



8. What do you think of these signs? 



8A. How much do you think these diagrammatic signs help the average motorist? 

I I A lot more help than conventional signs 

I — I A little more help than conventional sings 

I — I The same help as conventional signs 

I I Less help than conventional signs 

I — I Much less help than conventional signs 



8B. Which kind of sign do you prefer? 

I I Conventional signs 

LJ Diagrammatic signs 



B-U 



B9. Do you have any other comments about the Beltway (Route 495) (and I-270/I-70S, if appropriate) signs? 



10. Are you using a road map on today's trip? 

D Yes 
D No 

1 1 . Why did you choose this particular route rather than another? 

I I Shorter 

I I Faster 

I I Scenic areas 

I I Less traffic 

I I Most likely not to get lost 

I I No particular reason 

Other (what) 



12. What is the reason that you are traveling today? 



B-12 



We would like some information about the kind of motorists who are helping us. Please tell us 



13. Occupation 



14. Age 20 



-30 1 I 31-40 LJ 41-50 LJ Over 50 LJ 



15. About how many miles a year do you drive? 



I I less than 5,000 

LJ 5-10,000 

16. Where do you live? 
Military base 



I 110-15,000 

I lover 15,000 



Yes 



-*■ Which one? 



No 





City 



State 



17. How long have you lived there? 



B-13 



APPENDIX C 
QUESTIONNAIRE ITEMS BY RESPONDENT CLASS 

The tables on the following pages indicate responses to Ihe (jiieslionnaire by exil localion. 
The three classes of respondents (exit, selected and thniput) are gr()ii|)ed separately. Williin 
each cla.ss, the r<;sijlt.s ar<' grouped as follows: responses to qncslions dealing with detiiograpliic 
characteristics of the sample; responses to questions regarding trip and route characlerislies: 
answers to a general inquiry on the lieltway system; and, responses to a general question a>k 
ing for comments on the diagrammatic signing. The final set includes data only lor llic After 
study as the question would have been meaningless in the before sliidv. 

In each of the table cells, there are two numbers. The u|)per number is (he munber of 
respondents choosing the particular answer. The lower number is Ihe percentage which the 
upper number represents of the column subtotal. "No response^" "inconsislenl," etc. are not included 
in the perc(>ntages for the table proper. The percentage of these responses is provided sepa- 
rately as a function of the column totals. 

The total and percent of total across all interchanges per each class is given in I lie lefl- 
most column. Meneath each of the interchanges listed, th(;re are two e<jiunms: the lefl of llie 
twcj indicates the results obtain<ul during the Before study; the right column eonlains data 
obtained in the After study. The subheading beneath each iniercliange. al ihe lop of Ihe be- 
fore and After data, indicat(\s the date on which the questionnaires were adminislered (e.g.. 
10071 under 16 Norlliin the exit respondent class is October 7. 1971 during the Before stud) ). (This 
two column classification does not occur for the three pages of data on diagrammatic sign corrmienls.) 

It will be recalled that exit intervif^ws consist of those drivers who were flagged ov<r al 
random after exiting at one of six interchanges: 16 North, 16 South, 17 North, IH East. IH 
West and Democracy Boulevard. Response's given by drivers at exit interviews are given first. 

Since exit interviewing yielded a small proportion of unfamiliar drivers or motorists with 
signing difficulty, a selected questionnaire procedure was repeated at three interchanges. Al 16 
North and 18 West (Before study) or 18 East (After study), only vehicles with license [)lales 
other than Maryland, Virginia or the District of (Columbia were s<ilected. The second site was 
switched to 18 East in the After study since it was signed diagrammatically. At 17 North llie 
additional criterion of interviewing only those drivers who had driven lh(> route five limes or 
less was added. The tabulated responses for this class follow the exit respondents. 



C-1 



Thruput respondents wen; those initially contacted at Dumfries Rest Area on nortlibound 
1-95 south of the (Capital Beltway whose intended destinations were beyond the interchan<£es 
under consideration in this project. Responses of these motorists traveling beyond 18 Kasl on 
1-495 and beyond Democracy Boulevard on I-70S are presented separately in llie tables after 
the selected exit respondents. 



C-2 



Exit Respondents 



C-3 



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